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

Abstract

A method (112) for managing a cooling thermal power of at least one battery comprised in a vehicle having at least one electric traction motor. The method comprises: - determining (80) a first cooling thermal power based on a current driving mode, said first cooling thermal power being related to a cooling of the battery in the presence of a motion of the vehicle using said driving mode; - determining (82) a second cooling thermal power based on a maximum cell temperature of the battery, said second cooling thermal power being related to a cooling of the battery in correspondence of an end of the motion of the vehicle; - determining (84) a third cooling thermal power related to a cooling of the battery in the presence of a charging phase of the vehicle having a maximum electrical power available for charging the at least one battery; - determining (86) a heat rejection and (88) a thermal dissipation power of the battery; and - determining (90) a fourth cooling thermal power to condition the battery based on the first cooling thermal power, on the second cooling thermal power, on the third cooling thermal power, on the heat rejection and on the thermal dissipation power.

Description

[0001] "Method for managing a cooling thermal power of a battery in a vehicle having an electric 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 a cooling thermal power of one or more batteries comprised in vehicles having at least one electric traction motor .

[0006] Speci fically, various embodiments of the present disclosure regard solutions for defining a cooling thermal power to be used for conditioning one or more batteries comprised in vehicles having at least one electric traction motor .

[0007] Known Art

[0008] Managing the cooling thermal power of one or more batteries compri sed 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 li fe thereof and as to improve the vehicle performances , for example by bringing the temperature of said batteries into a temperature range comprising optimal temperatures .

[0009] The known solutions do not provide a function of managing said cooling thermal power ; therefore , solutions adapted to provide said function of managing the cooling thermal power would be advantageous for the reasons described in the foregoing .

[0010] Obj ect of the Invention

[0011] The invention aims at solving the technical problems mentioned in the foregoing . Speci fically, the obj ect of the invention consists in providing a method for managing a cooling 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 .

[0012] Summary of the Invention

[0013] 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 .

[0014] One or more embodiments refer to a corresponding vehicle .

[0015] 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 .

[0016] 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 .

[0017] Brief Description of the Drawings

[0018] One or more embodiments will now be described, by way of example only, with reference to the annexed Figures , wherein :

[0019] Figure 1 shows an exemplary block diagram, configured to determine a value of cooling thermal power to condition at least one battery comprised in a vehicle having at least one electric traction motor , according to embodiments of the present disclosure ;

[0020] - Figure 2 shows an exemplary block for defining a target cooling thermal power of the at least one battery, according to embodiments of the present disclosure ;

[0021] 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 ;

[0022] 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 ;

[0023] - Figure 5 shows an exemplary block for defining a thermal dissipation power of the at least one battery towards the external environment , according to embodiments of the present disclosure ;

[0024] - Figure 6 shows an exemplary block for defining a target cooling thermal power of the battery after a motion of the vehicle , according to embodiments of the present disclosure ;

[0025] - Figure 7 shows an exemplary block for defining a target cooling thermal power during a motion of the vehicle , according to embodiments of the present disclosure ;

[0026] - Figure 8 shows an exemplary block for defining a target cooling thermal power 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 ;

[0027] - Figure 9 shows an exemplary block for defining a target cooling thermal power during a motion of the vehicle in conditions wherein the preconditioning o f the at least one battery is active , according to embodiments of the present disclosure ;

[0028] - Figure 10 shows an exemplary block for defining target cooling thermal powers during a charging phase of the vehicle , according to embodiments of the present disclosure ; and

[0029] - Figure 11 shows a flow chart of a method for determining said value of cooling thermal power to condition the at least one battery comprised in the vehicle having at least one electric traction motor, according to embodiments of the present disclosure .

[0030] Detailed Description

[0031] In the description which follows , one or more speci fic 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 speci fic 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 .

[0032] 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 .

[0033] Moreover, particular configurations , structures or characteristics may be combined in any suitable fashion in one or more embodiments .

[0034] The headings provided herein are for convenience only and therefore do not define the extent of protection or the scope of the embodiments .

[0035] 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 ref erences / numbers , and a corresponding description will be omitted for brevity .

[0036] As stated in the foregoing, solutions as described in the present document aim at providing a function of managing the cooling thermal power of at least one battery comprised in a vehicle having at least one electric traction motor .

[0037] Therefore , solutions according to the present disclosure may enable defining a thermal conditioning power for cooling 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 maximum optimal temperature of the battery ( that is , a maximum temperature value corresponding to an optimal temperature of said battery) dynamically, based on a currently used driving mode .

[0038] 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 cooling operation of such battery using said defined thermal conditioning power for the cooling of the battery .

[0039] 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 .

[0040] It is also noted that solutions according to the present disclosure may be applied irrespective of the cooling system under consideration, for example , they may be applied to HVAC ("Heating, Ventilation and Air Conditioning" ) systems , or the like .

[0041] Figure 1 shows an exemplary block diagram 10 configured to determine a value of target cooling thermal power QBat_cig_Tgt to condition at least one battery comprised in a vehicle having at least one electric traction motor, according to embodiments of the present disclosure .

[0042] Said determination of the target cooling thermal power QBat_cig_Tgt of the battery used for the conditioning thereof enables achieving and / or maintaining the requirement of maximum 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 cooling phase of said battery .

[0043] Said requirement of maximum optimal temperature of the battery corresponds to a maximum temperature value comprised in a range of optimal temperature values related to a current driving mode .

[0044] The exemplary block diagram 10 of Figure 1 comprises a block for defining the target cooling thermal power of the battery 100 , which may be configured to receive :

[0045] - a target cooling thermal power calculated in the presence of a motion of the vehicle Qsat orv cig !

[0046] - a heat rej ection ( or thermal rej ection) of the battery QBat Htrj

[0047] - a target cooling thermal power calculated after an end of the motion of the vehicle QBat_AftRun_cig r used to prevent both venting events , which may lead to f ire in the battery, and the battery aging, by bringing back the battery to an optimal thermal condition after an overheating due , for example , to environmental conditions or to the previous motion of the vehicle ;

[0048] - a target cooling thermal power calculated in the presence of a charging phase of the vehicle Qsat chrg cig !

[0049] - a thermal dissipation power of the battery towards the external environment QBat_ExtDis ' - a variable of charging activation CA, indicating the presence or the absence of a current charging phase of the vehicle ; and a variable of conditioning activation ARA, indicating to activate or deactivate the conditioning of the battery after an end of the motion of the vehicle .

[0050] Moreover, said block for defining the target cooling thermal power of the battery 100 may be configured to provide as output the value of target cooling thermal power QBat_cig_Tgt of the battery to be used for conditioning said battery, in such a way as to achieve and / or maintain the requirement of maximum optimal temperature described in the foregoing .

[0051] The target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cigmaY be provided as output by a block for defining the target cooling thermal power of the battery during a motion of the vehicle 102 , said block 102 being configured to receive , for example : a maximum cell temperature of the battery TBat_cei_Max r that is , the maximum temperature value among the temperature values of the cells of the battery; a maximum optimal temperature of the battery Tsai Max Tgt t corresponding to said requirement of maximum optimal temperature described in the foregoing;

[0052] - 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;

[0053] - a time required to reach a destination TiTo Dest.

[0054] The heat rej ection of the battery QBat_HtrjmaY be provided as output by a block for defining the cooling heat rej ection of the battery 104 .

[0055] Said block for defining the cooling heat rej ection of the battery 104 may be configured to receive at least one of the following variables :

[0056] - an external voltage of the battery VBat, measured at the terminals of ( across ) the battery in the presence of current flows ;

[0057] - a current of the battery IBat, that is , a current flow which is currently flowing in the battery;

[0058] - a state of charge of the battery SOC ; and an average cell temperature of the battery TBat_cei_Avg t that is , the average temperature value calculated by considering the temperature values of each of the cells of the battery .

[0059] The target cooling thermal power calculated after an end of the motion of the vehicle Q. Bat AftRur. cigmaY be provided as output by a block for defining the target cooling thermal power of the battery calculated after an end of the motion of the vehicle 106 , configured to receive as input the maximum cell temperature o f the battery TBat Cei Max.

[0060] The target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig may be provided as output by a block for defining the target cooling thermal power of the battery during the charging of the vehicle 108 , said block 108 being configured to receive , for example : the maximum cell temperature of the battery ^Bat Cel Ma '

[0061] - the maximum optimal temperature of the battery TBat_Max_Tgt 'and

[0062] - a maximum electrical power available for charging the battery PBat_chrg_Avi r that is , a maximum power available for charging the battery of the vehicle and, for example , being currently used for charging the battery of said vehicle .

[0063] The thermal dissipation power of the battery towards the external environment QBatjxtDismaY be provided as output by a block for defining the thermal dissipation power of the battery towards the external environment 110 .

[0064] Said block for defining the thermal dissipation power of the battery towards the external environment 110 may be configured to receive : an average cell temperature of the battery ^Bat Cel Avg '

[0065] - an external temperature TExt; and

[0066] - a speed value of the vehicle VSAvgindicative of an average speed of the vehicle .

[0067] Therefore , solutions according to the present disclosure refer to a method for managing a cooling thermal power, for example , for defining and using for the cooling conditioning of the battery the target cooling thermal power QBat_cig_Tgt r of at least one battery comprised in a vehicle having at least one electric traction motor, for example , an electric or a hybrid vehicle .

[0068] The disclosed method comprises the following operations : determining, for example , via the block for defining the target cooling thermal power of the battery during a motion of the vehicle 102 , a first cooling thermal power, that is , the target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig r based on a current driving mode , for example , indicated by the variable of driving mode DrvMod; said first cooling thermal power QBat_Drv_cig being related to a cooling 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 cooling thermal power of the battery calculated after an end of the motion o f the vehicle 106 , a second cooling thermal power, that is , the target cooling thermal power calculated after an end of the motion of the vehicle Qsat AftRun cig / based on a maximum cell temperature of the at least one battery TBat Cet Max; said second cooling thermal power Qsat AftRun cig being related to a cooling of the at least one battery in correspondence of an end of the motion of the vehicle ; determining, for example , via the block for defining the target cooling thermal power of the battery during a charging of the vehicle 108 , a third cooling thermal power, that is , the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig t related to a cooling 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 electrical power available for charging the battery ^Bat chrg_Avi described in the foregoing; determining, for example , via the block for defining the cooling heat rej ection of the battery 104 , a heat rej ection of the at least one battery QBatjitrj r' determining, for example , via the block for defining the thermal dissipation power of the battery towards the external environment 110 , 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 cooling thermal power of the battery 100 , a fourth cooling thermal power, that is , the target cooling thermal power QBat_cig_Tgt r to condition the at least one battery based on said first cooling thermal power QBat_Drv cig ' said second cooling thermal power QBat_AftRun_cig > said third cooling thermal power Qsat chrg cig i said heat rej ection of the at least one battery QBat_Htrj r and said thermal dissipation power QBat_ExtDis •

[0069] 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 which can be used ( optionally, even only partially) in the charging operation of the vehicle .

[0070] It is noted that , in response to the conditioning of the at least one battery via said fourth cooling thermal power, that is , the target cooling thermal power QBat_cig_Tgt / the at least one battery may reach and / or maintain a maximum optimal temperature of the at least one battery, that is , a maximum temperature comprised in a range of optimal temperatures of the battery .

[0071] Figure 2 shows an exemplary block for defining the target cooling thermal power of the at least one battery, for example , the block 100 described in the foregoing, according to embodiments of the present description .

[0072] A first value of target cooling thermal power of the battery QBat_NoAftRun_cig may be equal to :

[0073] - said target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig 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

[0074] - a power of maximum value selected between said target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig and the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig 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 . Said first value of target cooling thermal power of the battery QBat_NoAftRun_cig may be provided as output by a block for selecting the first value of target cooling thermal power 26 , configured for selecting a power value between said power of maximum value and said target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig based on the received variable of charging activation CA.

[0075] The power of maximum value may be provided as output by a first maximi zation block 28 , configured for selecting the power having the higher value between the target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig and the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig •

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

[0077] A second value of target cooling thermal power of the battery QBat_NoPwrExc_cig may be equal to : said target cooling thermal power calculated after an end of the motion of the vehicle Qsat AftRun cig when a conditioning takes place after an end of said motion, that is , when the variable of conditioning activation ARA indicates to activate the conditioning of the battery after an end of the motion of the vehicle ; and

[0078] - said first value of target cooling thermal power of the battery QBat_NoAftRun_cig when there is no conditioning after an end of said motion, that is , when the variable of conditioning activation ARA indicates to deactivate the conditioning of the battery after an end o f the motion of the vehicle .

[0079] Said second value of target cooling thermal power of the battery QBat_NoPwrExc_cig may be provided as output by a block for selecting the second value of target cooling thermal power 24 , configured to select a power value between said target cooling thermal power calculated after an end of the motion of the vehicle Qsat AftRun cig and said first target cooling thermal power of the battery QBat_NoAftRun_cig based on the received variable of conditioning activation ARA.

[0080] It is noted that the second value of target cooling thermal power of the battery QBat_NoPwrExc_cig corresponds to a value of target cooling thermal power in absence of power exchanges , and therefore represents the target cooling thermal power required for conditioning the battery which enables obtaining a desired thermal state of the battery in absence of power exchanges .

[0081] It is possible to consider a presence of power exchanges by considering, for example , the thermal dissipation power of the battery towards the external environment QBat_ExtDis and the heat rej ection of the battery QBat_Htrj •

[0082] Said thermal dissipation power of the battery towards the external environment QBat_ExtDis acquires positive values when the thermal power is dissipated from the battery towards the external environment , and hence it may be considered as a positive contribution for the cooling conditioning of the battery and, therefore , it is subtracted from the second target cooling thermal power of the battery QBat_NoPwrExc_cig •

[0083] Said heat rej ection of the battery QBO.I Htrj isapositive contribution to be added to the second value of target cooling thermal power of the battery QBat_NoPwrExc_cig since , in response to the presence of a heat rej ection, the cooling thermal power required to bring the battery temperature to the maximum optimal temperature of the battery TBat Max Tgtincreases .

[0084] To this end, the second value of target cooling thermal power of the battery QBat_NoPwrExc_cigmaY be added, for example , via an adder-subtractor block 22 , to said heat rej ection of the battery QBat Htrj •

[0085] From said sum it is then possible to subtract , for example , again via the adder-subtractor block 22 , said thermal dissipation power of the battery towards the external environment QBat_ExtDis •

[0086] Since the target cooling thermal power QBat_cig_Tgt to be used for conditioning the battery cannot be negative , it is possible to consider a third value of target cooling thermal power of the battery as a maximum value selected, for example , via a second maximi zation block 20 , between :

[0087] - a result of the operation of adding and of the operation of subtracting provided as output by the adder- subtractor block 22 , and

[0088] - a value of thermal power equal to zero .

[0089] The target cooling thermal power QBat_cig_Tgt to be used for conditioning the battery may thus be set equal to said third value of target cooling thermal power of the battery .

[0090] Therefore , in the method according to the present disclosure , the operation described in the foregoing of determining, for example , via the block 100 , the fourth cooling thermal power, that is , the target cooling thermal power QBat_cig_Tgt r to condition the at least one battery may comprise the following operations : i f 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 cooling thermal power 26 , as the selected first cooling thermal power a cooling thermal power of maximum value ( for example , via the first maximi zation block 28 ) between the first cooling thermal power, that is , the target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig i and said third cooling thermal power, that is , the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Clg r

[0091] - i f the vehicle is not in a charging phase ( for example , indicated again by the variable of charging activation CA) , selecting, for example , again via the block for selecting the first value of target cooling thermal power 26 , as the first selected cooling thermal power said first cooling thermal power, that is , the target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig !

[0092] - i f a conditioning of the at least one battery is present in correspondence of an end of the motion of the vehicle ( for example , indicated by the variable of conditioning activation ARA) , selecting, for example , via the block for selecting the second value of target cooling thermal power 24 , as the second selected cooling thermal power the second cooling thermal power, that is , the target cooling thermal power calculated after an end of the motion of the vehicle QBat_AftRun_cig !

[0093] - i f there is no conditioning of the at least one battery in correspondence of an end of the motion of the vehicle ( for example , again indicated by the variable of conditioning activation ARA) , selecting, for example , again via the block for selecting the second value of target cooling thermal power 24 , as the second selected cooling thermal power the first selected cooling thermal power ;

[0094] - adding, for example , via the adder-subtractor block 22 , the second selected cooling thermal power to the heat rej ection of the at least one battery QBat_Htrj ' and

[0095] - subtracting, for example , again via the adder- subtractor block 22 , the thermal dissipation power QBat_ExtDis from a result of the operation of adding (performed by the block 22 ) , thereby obtaining the fourth cooling thermal power, that is , the target cooling thermal power QBat_cig_Tgt •

[0096] In embodiments according to the present disclosure , the fourth cooling thermal power, that is , the target cooling thermal power QBat_cig_Tgt r may be obtained by selecting a maximum value , for example , via the second maximi zation block 20 , between a cooling thermal power obtained as a result of said operation of subtracting ( for example , performed in the adder-subtractor block 22 ) and a cooling thermal power equal to zero , that is , of null value .

[0097] The exemplary block for def ining the cooling heat rej ection of the at least one battery, for example , the block 104 described in the foregoing, may be implemented in various fashions .

[0098] For example , Figure 3 shows a first exemplary block for defining the cooling heat rej ection of the at least one battery 104i according to embodiments of the present disclosure .

[0099] In solutions according to Figure 3 , the heat rej ection of the battery Qsatjitrj may 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 di f ference internal to the battery AVBat.

[0100] Said voltage di f ference internal to the battery ^Bat may be a voltage di f ference caused by the current / Batwhich is currently flowing in the battery, that is , by the current flow of the battery .

[0101] The voltage dif ference internal to the battery AVBatis positive during a discharging phase of the battery, and it is negative during a charging phase of said battery .

[0102] The voltage dif ference internal to the battery AVBatmay be obtained by a subtraction operation, for example , performed via a first subtractor block 32 , between the external voltage of the battery VBat, 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 oc.

[0103] 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 .

[0104] Therefore , said internal voltage of the battery VBat oc may be extrapolated from a map 33 based on the state of charge of the battery SOC and on the average cell temperature of the battery TBat Cet Avg .

[0105] 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 Cet Avg .

[0106] It is noted that said internal voltage of the battery VBatoc increases 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 Cet Avg( for example , Figure 3 shows a map 33 wherein the values of the average cell temperature of the battery TBat Cet Avgl, TBat_cei_Avg2 ' ^Bat_cei_Avg3 r and TBat Cei AvgAare decreasing temperature values ) .

[0107] Therefore , in the method according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 104 , the heat rej ection of the at least one battery QBat_Htrjmay comprise : determining, for example , via the first subtractor block 32 , a voltage di f ference 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 '> r multiplying, for example , via the first multiplier block 31 , the voltage di f ference 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

[0108] - defining, for example , via the absolute value block 30 , the heat rej ection of the at least one battery QBat_Htrja sthe absolute value of a result of said operation of multiplying 31 .

[0109] In embodiments of the method according to the present disclosure , the open-circuit voltage of the at least one battery VBat 0Cmay 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 Cet Avg. Said map 33 may therefore be configured to express values of said open-circuit voltage of the at least one battery VBat 0Cwhich 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

[0110] Bat Cel Avg •

[0111] Figure 4 shows a second exemplary block for defining a cooling heat rej ection of the at least one battery 1042 according to embodiments of the present disclosure .

[0112] In solutions according to Figure 4 , the heat rej ection of the battery QBat_HtrjmaY 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.

[0113] 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 Cet Avg.

[0114] 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 Cet Avg.

[0115] 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 r TBat Cei Avg2, TBatcel_Avg3 r areagain 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 RBat may 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% ) .

[0116] Therefore , in methods according to the present description, the operation of determining described in the foregoing, for example , via the block 104 , the heat rej ection of the at least one battery QBat_HtrjmaY comprise multiplying, for example by means of the second multiplier block 34 , the square of a current of the at least one battery IBM / that is , a current that is currently flowing in the battery, by an electrical resistance of the at least one battery RBat •

[0117] In embodiments of the method according to the present description, 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 RBat which increase with the decreasing of the average cell temperature of the at least one battery TBat_cei_Avg and 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 .

[0118] 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 .

[0119] 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 .

[0120] In solutions according to the present disclosure, the heat rej ection of the battery QBat_HtrjmaY be calculated by an external system . The heat rej ection of the battery QBat_HtrjmaY be filtered in such a way as to model a thermal capacity of the battery .

[0121] Figure 5 shows an exemplary block for defining the thermal dissipation power of the battery towards the external environment , for example , the block 110 described in the foregoing, according to embodiments of the present disclosure .

[0122] The thermal dissipation power of the battery towards the external environment QBat_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 di f ference JTBat, for example , obtained via a second subtractor block 42 , between the average cell temperature of the battery TBat_cei_Avg and the external temperature TExt.

[0123] Said map 40 expresses values of said thermal dissipation power of the battery towards the external environment QBatjtxtDisa s afunction of said average speed of the vehicle VSAvgand of said temperature di f ference ATsat •

[0124] For positive values of the temperature di f ference ATBat r the thermal dissipation power of the battery towards the external environment QBat_ExtDis acquires positive values , and vice versa . Generally, the thermal dissipation power of the battery towards the external environment QBM ExtDis increases with the increasing of the temperature di f ference ATBat and reaches a value equal to zero in correspondence of a value equal to zero of said temperature di f ference ATBat •

[0125] It is noted that the modulus of said thermal dissipation power of the battery towards the external environment QBatjtxtDis r once the temperature di f ference ATBat 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) .

[0126] It is noted that the average speed of the vehicle V$Avg may be filtered in order to avoid oscillations during the accelerations and the decelerations of the vehicle .

[0127] Moreover, it is noted that the increase in modulus of said thermal dissipation power of the battery towards the external environment QBat_ExtDisa s afunction of the increase of the average speed of the vehicle VSAvgis due to the increase of a convection coef ficient , 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 .

[0128] Therefore , in methods according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 110 , the thermal dissipation power QBatjtxtDis of the at least one battery, that is , the thermal di ssipation power of the battery towards the external environment QBat_ExtDis r may comprise : determining, for example , via the second subtractor block 42 , a temperature di f ference ATBatby subtracting a temperature of an external environment TExtfrom an average cell temperature of the at least one battery TBat Cet Avg; and determining said thermal dissipation power QBat_ExtDis based on said temperature di f ference ATBatand on an average speed of the vehicle , for example , indicated by the speed value of the vehicle VSAvg.

[0129] In embodiments of the method according to the present disclosure , said operation of determining the thermal dissipation power QBatjtxtDis based on said temperature di f ference ATBatand on said average speed of the vehicle VSAvgcomprises extrapolating said thermal dissipation power QBM ExtDis from a map 40 . Said map 40 may therefore be configured to express values of said thermal dissipation power QBat_ExtDis that :

[0130] - increase with the increasing o f the temperature di f ference ATBat; and

[0131] - increase in modulus with the increasing of the average speed of the vehicle VSAvg.

[0132] Figure 6 shows an exemplary block for defining a target cooling thermal power of the battery after a motion of the vehicle , for example , the block 106 described in the foregoing, according to embodiments of the present disclosure .

[0133] The target cooling thermal power calculated after an end of a motion of the vehicle QBat_AftRun_cigmaY be extrapolated from a map 1 0 6M based on the maximum cell temperature of the battery TBat Cet Max.

[0134] Therefore , said map 1 0 6M expresses values of said target cooling thermal power calculated after an end of the motion of the vehicle QBat_AftRun_ciga s afunction of said maximum cell temperature of the battery TBat Cet Max.

[0135] It is noted that said target cooling thermal power calculated after an end of the motion of the vehicle QBat_AftRun_cig increases with the increasing of the maximum cell temperature of the battery TBat Cet Max.

[0136] Figure 7 shows an exemplary block for defining the target cooling 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 .

[0137] The target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cigmaY be equal to :

[0138] - a target cooling thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBatJ)rvNorm_Clgo r

[0139] - a target cooling thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle Q Bat_DrvPrcnd_Clg •

[0140] It is noted that the phrase "normal driving conditions of the vehicle" is intended to mean :

[0141] - 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

[0142] - conditions wherein a more aggressive driving mode which requires a speci fic 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 ) .

[0143] It is noted that the phrase "driving conditions with a preconditioning of the battery o f the vehicle" is meant to indicate driving conditions wherein :

[0144] - 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

[0145] - there is no use o f a more aggressive driving mode which requires a speci fic thermal power, for example , 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 ) . The selection between the target cooling thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_cig and the target cooling thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle QBat_DrvPrcnd_cigmaY be performed, for example, via a block for selecting the target cooling thermal power calculated in the presence of a motion of the vehicle 50 .

[0146] Said block for selecting the target cooling 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_cig to rthe second power, that is , the power QBat_DrvPrcnd_cig t which have been received as input .

[0147] 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 NoByPassDrvMoci, 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" ) .

[0148] Therefore , when the variable o f battery preconditioning BPA indicates the absence of an active preconditioning of the battery (" FALSE" ) or when 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_cig is selected .

[0149] Otherwise , when the variable o f battery preconditioning BPA indicates the presence of an active preconditioning of the battery ("TRUE" ) and when the variable of driving mode aggressiveness NoByPassDrvMociindicates that the driving mode which is currently being used is a second, less aggressive driving mode ("TRUE" ) , the second power QBatj)rvPrcnd_cig is selected .

[0150] The variable o f driving mode aggressiveness NoByPassDrvMocimay be obtained via a block for determining the aggressiveness 52 , which is configured to :

[0151] - receive as input the variable of driving mode DrvMod indicative of a driving mode being currently used;

[0152] - i f 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 f irst , more aggressive driving mode ( for example , via a low logic level equal to " FALSE" ) ; and

[0153] - i f 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" ) .

[0154] Figure 8 shows an exemplary block 102b ( for example , a second component of the block 102 described in the foregoing) for defining the target cooling thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_cig according to embodiments of the present description .

[0155] The target cooling thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_cigmaY be extrapolated from a map 53 based on the variable of driving mode DrvMod indicative of a driving mode being currently used and on a temperature di f ference ATBat, for example , obtained via a third subtraction block 54 , between the maximum cell temperature of the battery TBat Cet Maxand the maximum optimal temperature of the battery TBat Max Tgtwhich, for example , may be received from an external processing unit .

[0156] Said map 53 expresses values of said target cooling thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_cig as a function of said variable of driving mode DrvMod and of said temperature di f ference ATBat.

[0157] It is noted that said target cooling thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_cig increases with the increasing of the temperature di f ference ATBatand 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 53 wherein the values of the variable of driving mode DrvModi, DrvMod2 , DrvMods, and DrvMod4 are decreasing values which indicate progressively less aggressive driving modes ) .

[0158] 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 during the performance of an on-track mission .

[0159] Therefore , once the temperature di f ference ATBathas been set , the target cooling thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_cig increases with the increasing of the aggressiveness of the driving mode , indicated by the variable of driving mode DrvMod .

[0160] It is noted that the increase of the target cooling thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_cig in response to an increase of the driving mode aggressiveness , indicated by the variable of driving mode DrvMod, is due to the fact that it is required to reach the maximum optimal temperature of the battery TBat_MaXTgt more rapidly .

[0161] Figure 9 shows an exemplary block 102c( for example , a third component of the block 102 described in the foregoing) for defining the target cooling thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle QBat_DrvPrcnd_cig t according to embodiments of the present description .

[0162] The target cooling thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle Q.Bat_DrvPrcnd_cigmaY be defined as the maximum value selected, for example , via a third maximi zation block 55 , between :

[0163] - a target cooling thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle without considering a minimum cooling required by the cells of the battery QsatJ)rvPrcndRaw_Clg ' and

[0164] - a minimum target cooling thermal power of the battery QBat_Min_cig indicative of a minimum cooling required by the cells of the battery .

[0165] The minimum target cooling thermal power of the battery QBat_Min_cig corresponds to a cooling thermal power used to condition the battery in such a way as to reach or maintain a maximum temperature value , that is , a safety temperature , thus bringing the temperature of the battery below a critical temperature value , above which the temperature of the cells of the battery is too high .

[0166] Speci fically, said minimum target cooling thermal power of the battery QBat_Min_cigmaY be considered as a safety minimum cooling thermal power used in order to avoid that , in correspondence o f the reaching of the destination and / or during the motion of the vehicle , the battery heats up to an excessively high temperature .

[0167] Therefore , said minimum target cooling thermal power of the battery QBat_Min_cigmaY be taken into account in order to avoid an excessive heating of the battery during the motion of the vehicle and / or in correspondence of the reaching of the destination, for example , a heating caused by unexpected variations in the driving mode used by the driver of the vehicle , and which cause a higher heating of the battery .

[0168] Said minimum target cooling thermal power of the battery QBat_Min_cigmaY be extrapolated from a map 56 based on the maximum cell temperature of the battery TBat Cet Max.

[0169] Said map 56 expresses said minimum target cooling thermal power of the battery QBat_Min_ciga s afunction o f said maximum cell temperature of the battery TBat Cet Max.

[0170] It is noted that said minimum target cooling thermal power of the battery QBat_Min_cig increases with the increasing of the maximum cell temperature of the battery TBat_Cel_Max •

[0171] The target cooling thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle without considering the minimum cooling required by the cells of the battery QBatj)rvPrcndRaw_cig > may be obtained by a division operation, for example , performed via a first divider block 57 , between :

[0172] - a residual thermal energy of the battery for cooling ^EBatThrmRem ’aad - a di f ference, for example , performed via a fourth subtractor block 60 , 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 .

[0173] The residual thermal energy of the battery for cooling EBatThrmRemmay be obtained : by subtracting, for example , via a fi fth subtractor block 59 , the maximum optimal temperature of the battery TBat Max Tgt, for example , received from an external processing unit , from the maximum cell temperature of the battery TBat Cet Max; and by multiplying, for example , via a third multiplier block 58 , the result of the operation of subtracting 59 by a thermal capacity of the battery EBatThrm / for example , a constant internal value .

[0174] It is noted that said target cooling thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle without considering the minimum cooling required by the cells of the battery QBat_DrvPrcndRaw_cig > may be calculated with the purpose of minimi zing the request for cooling thermal power . In this way, it is possible to obtain a cooling phase which is more ef ficient as regards the consumption of electrical energy .

[0175] Therefore , in methods according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 102 , the first cooling thermal power, that is , the target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig i based on the current driving mode , for example , indicated via the variable of driving mode DrvMod, may comprise : - 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;

[0176] - 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 i f an aggressiveness of said driving mode being currently used is higher than an aggressiveness threshold;

[0177] - 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 i f an aggressiveness of said driving mode being currently used is lower than said aggressiveness threshold;

[0178] - selecting as first cooling thermal power, that is , as target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig rathermal power obtained : as a function of said current driving mode DrvMod and of a temperature di f ference ATBatbetween a maximum cell temperature of the at least one battery TBat Cet Maxand a maximum optimal temperature to be reached of the at least one battery TBat Max Tgt, and in response to the determination of the absence o f a preconditioning of the at least one battery, for example , via the variable BPA, or to the presence of the first driving mode ; and

[0179] - selecting as first cooling thermal power, that is , as target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig rathermal 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 ( for example , the safety time variation ^TiSa^e) , and of a residual thermal energy of the at least one battery AEBatThrmRem, and a minimum cooling thermal power of the at least one battery, that is , the minimum target cooling thermal power of the battery QBat_Min_cig ! 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 .

[0180] Figure 10 shows an exemplary block for defining the target cooling thermal power of the battery during a charging phase of the vehicle 108 , according to embodiments of the present disclosure .

[0181] The target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig may be extrapolated from a map 70 based on the maximum electrical power available for charging the battery Psat_chrg_Avi t for example , received from an external processing unit , and on the di f ference JTBat, for example , obtained via a sixth subtractor block 72 , between the maximum cell temperature of the battery PBat_cet Max and the maximum optimal temperature of the battery TBat Max Tgtwhich, for example , may be received from an external processing unit .

[0182] Said map 70 expresses values of said target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_ciga s afunction of said maximum electrical power available for charging the battery PBat_chrg_Avi and of said di f ference 4TBat.

[0183] It is noted that said target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig increases with the increasing of the di f ference ATBatand with the increas ing of the maximum electrical power available for charging the battery PBatchrg Avi ( for example , Figure 10 shows a map 70 wherein the values of the maximum electrical power available for charging the battery and p Bat Chrg _AviA are decreasing values ) .

[0184] It is noted that said target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig 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 a charging ef ficiency .

[0185] For example , it is possible to increase the performances to the detriment of the ef ficiency by minimi zing the charging time and by increasing the energy expense required for said charging operation .

[0186] Therefore , in methods according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 108 , the third cooling thermal power, that is , the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig rmaY comprise : determining, for example , via the sixth subtractor block 72 , a temperature di f ference ATBatby subtracting a maximum optimal temperature to be reached of the at least one battery TBat Max Tgtfrom a maximum cell temperature of the at least one battery TBat Cet Max; and

[0187] - determining said third cooling thermal power, that is , the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig r based on said temperature di f ference ATBatand on the maximum electrical power available for charging the at least one battery PBat_chrg_Avi described in the foregoing .

[0188] In embodiments of methods according to the present description, the operation of determining said third cooling thermal power, that is , the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig based on said temperature di f ference TBatand on said maximum electrical power available for charging the at least one battery PBat_chrg_Avi may comprise extrapolating said third cooling thermal power QBat_chrg_cig from a map 70 . Said map 70 may therefore be configured to express values of said third cooling thermal power QBat_chrg_cig which :

[0189] - increase with the increasing o f the temperature di f ference ATBat; and increase with the increasing of the maximum electrical power available for charging the at least one battery PBat_Chrg_Avl •

[0190] Figure 11 shows a flow chart 112 of a method for determining the value of the target cooling thermal power QBat_cig_Tgt t° condition the at least one battery comprised in the vehicle having at least one electric traction motor, according to embodiments of the present disclosure .

[0191] In a first step 80 of the flow chart 112 , the target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig is defined as a function of the variable of driving mode DrvMod .

[0192] In a second step 82 , the target cooling thermal power calculated after an end of the motion of the vehicle QBat_AftRun_cig is def ined as a function of the maximum cell temperature of the battery TBat Cet Max.

[0193] In a third step 84 , the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig is defined as a function of the maximum electrical power available for charging the battery ^Bat Chrg Avl •

[0194] In a fourth step 86 , the heat rej ection of the battery QBat_Htrj is defined .

[0195] In a fi fth step 88 , the thermal dissipation power of the battery towards the external environment QBat_ExtDis is defined .

[0196] Then, in a further step 90 , the target cooling thermal power QBat_cig_Tgt is defined as a function of said target cooling thermal power calculated in the presence of a motion of the vehicle Qsat Drv cig / said target cooling thermal power calculated after an end of the motion of the vehicle QBat_AftRun_cig i said target cool ing thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig i said heat rej ection of the battery QBat_Htrj r and said thermal dissipation power of the battery towards the external environment QBatjxtDis •

[0197] Therefore , the solution described in detail in the present document enables obtaining a function of managing the cooling thermal power of the battery of a vehicle .

[0198] Indeed, solutions according to the present disclosure refer to a method, for example , the method shown in the flow chart 112 of Figure 11 , for managing a cooling thermal power, for example , by generating and using for the battery conditioning the target cooling thermal power QBat_cig_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 .

[0199] The method 112 comprises the following operations :

[0200] - determining, for example , in the step 80 and via the block 102 described in the foregoing, a first cooling thermal power, that is , the target cooling thermal power calculated in the presence of a motion of the vehicle QBat_Drv_cig r based on a current driving mode DrvMod; said first cooling thermal power QBat_Drv_cig being related to a cooling 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;

[0201] - determining, for example , in the step 82 and via the block 106 described in the foregoing, a second cooling thermal power, that is , the target cooling thermal power calculated after an end of the motion of the vehicle QBat_AftRun_cig i based on a maximum cell temperature of the at least one battery TBat Cet Max; said second cooling thermal power Qeat AftRun cig being related to a cooling of the at least one battery in correspondence of an end of the motion of the vehicle ;

[0202] - determining, for example , in the step 84 and via the block 108 described in the foregoing, a third cooling thermal power, that is , the target cooling thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_cig t related to a cooling 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 Psat chrg Avi !

[0203] - determining, for example , in the step 86 and via the block 104 described in the foregoing, a heat rej ection of the at least one battery QBatjitrj r'

[0204] - determining, for example , in the step 88 and via the block 110 described in the foregoing, a thermal dissipation power QBatjxtDis of the at least one battery, that is , a dis sipation power towards the external environment ; and

[0205] - determining, for example , in step the 90 and via the block 100 described in the foregoing, a fourth cooling thermal power, that is , the target cooling thermal power QBat_cig_Tgt r to condition the at least one battery based on said first cooling thermal power QBat_Drv cig ' said second cooling thermal power QBat_AftRun_cig > said third cooling thermal power Qsat chrg cig i said heat rej ection of the at least one battery QBat_Htrj r and said thermal dissipation power QBat_ExtDis •

[0206] Therefore , it can be understood how the solution provided in the present description may favour defining a thermal conditioning power for cooling at least one battery comprised in a vehicle having at least one electric traction motor .

[0207] In this way, it is possible to manage a requirement of maximum optimal temperature of the battery ( that is , a maximum 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 .

[0208] For example , it is possible to determine said thermal conditioning power for cooling by taking into account the electrical power consumed during the thermal conditioning for cooling the battery, and a speed for preventing a thermal derating of the vehicle performances .

[0209] Moreover, solutions as described in the present document may of fer one or more of the following advantages :

[0210] - favouring the achievement of a durability of the desired performances (without reaching a condition of derating) , by dynamically controlling the cooling power of the battery, for example , during on-track missions wherein a durability of the performances is required; controlling the dynamics of increase and reduction of the temperature of the battery, for example , during on-track missions , in such a way as to reach a maximum optimal temperature of the battery; - increasing the driving range of the vehicle having at least one electric traction motor, since it is possible to use less electrical energy for the cooling conditioning of the battery, for example , in conditions which require an increase of the driving range of the vehicle ; and

[0211] - reducing the temperature of the battery, thus avoiding reaching critical temperature values which are excessively high for the cells of the battery;

[0212] - improving the charging / discharging window of the battery, thus increasing the performances .

[0213] 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 cooling thermal power ( for example , by calculating and using for conditioning the target cooling thermal power QBat_cig_Tgt ') of said at least one battery .

[0214] 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 .

[0215] 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 .

[0216] 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 .

[0217] 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 .

[0218] The extent of protection is defined by the annexed claims .

Claims

CLAIMS1. Method (112) for managing a cooling thermal power (QBat_cig_Tgt') of at least one battery comprised in a vehicle having at least one electric traction motor, said method comprising: determining (80; 102) a first cooling thermal power (QBat_Drv_cig') based on a current driving mode (DrvMod) , said first cooling thermal power (QBat_Drv_cig') being related to a cooling of the at least one battery in the presence of a motion of the vehicle using said current driving mode (DrvMod) ; determining (82; 106) a second cooling thermal power (QBat_AftRun_cig') based on a maximum cell temperature of the at least one battery (TBat Cet Max) , said second cooling thermal power (QBat_AftRun_cig) being related to a cooling of the at least one battery in correspondence of an end of the motion of the vehicle; determining (84; 108) a third cooling thermal power (QBat_chrg_cig') related to a cooling 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 (PBat_chrg_Avi') 1 determining (86; 104) a heat rejection of thedetermining (88; 110) a thermal dissipation power (QBat_ExtDis') of the at least one battery; and determining (90; 100) a fourth cooling thermal power (QBat_cig_Tgt') to condition the at least one battery based on said first cooling thermal power (QBat_Drv_cig') t said second cooling thermal power (Qsat AftRun cig l i said third cooling thermal power (QBat_chrg_cig') t said heat rejection of the at least one battery ( QBat_Htrj ) r and said thermal dissipation power {Q.Bat_ExtDis} •2. The method (112) according to claim 1, wherein in response to the conditioning of the at least one battery via said fourth cooling thermal power (QBat_cig_Tgt') t said at least one battery reaches and / or maintains a maximum optimal temperature of said at least one battery.

3. The method (112) according to claim 1 or claim 2, wherein said operation of determining (90; 100) said fourth cooling thermal power (QBat_cig_Tgt') to condition the at least one battery comprises: if the vehicle is in a charging phase, selecting (26) as a first selected cooling thermal power a cooling thermal power of maximum value (28) among said first cooling thermal power (QBat_Drv_cig') and said third cooling thermal power (QBat_chrg_cig) ! if the vehicle is not in a charging phase, selecting (26) as the first selected cooling thermal power said first cooling thermal power (QBat_Drv_cig') ! if a conditioning of the at least one battery is present in correspondence of the end of the motion of the vehicle, selecting (24) as second selected cooling thermal power said second cooling thermal power ( Q Bat_AftRun_Clg ) ' if a conditioning of the at least one battery is not present in correspondence of the end of the motion of the vehicle, selecting (24) as second selected cooling thermal power said first selected cooling thermal power; adding (22) the second selected cooling thermal power to said heat rejection of the at least one battery ( QBat Htrp ! and subtracting (22) said thermal dissipation power ( Qsat_ExtDis } from a result of said operation of adding (22) , obtaining said fourth cooling thermal power (QBat_Clg_Tgt} 'preferably wherein said fourth cooling thermal power (QBat_cig_Tgt') is obtained by selecting a maximum value (20) between a cooling thermal power obtained as a result of said operation of subtracting (22) and a cooling thermal power equal to zero.

4. The method (112) according to any one of the previous claims, wherein said operation of determining (86; 104) the heat rejection of the at least one battery (QBatjitrj') 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^ multiplying (31) said voltage difference of the at least one battery (JVgat) by a current of the at least one battery (IBat') ! und defining (30) the heat rejection of the at least one battery (QBatjitrj')as an absolute 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 Cet Avg ) , said map (33) being configured to express values of said open-circuit voltage of the at least one battery (VBat_oc') 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 ( TBat_Cel_Avg ) •5. The method (112) according to any one of claims 1 to 3, wherein said operation of determining (86; 104) the heat rejection of the at least one battery (QBatjitrj')comprises multiplying (34) the square of a current of the at least one battery (IBM') by an electrical resistance of the at least one battery (RBM') ! preferably wherein said electrical resistance of the at least one battery (RBM') 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 Cet Avg) , said map (35) being configured to express values of said electrical resistance of the at least one battery (RBM') that increase with the decreasing of the average cell temperature of the at least one battery ( TBat Cet Avg) and 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 (112) according to any one of the previous claims, wherein said operation of determining (88; 110) the thermal dissipation power ( QBat_ExtDis } of the at least one battery comprises: determining (42) a temperature difference (ATBat) by subtracting a temperature of an external environment (TExt) from an average cell temperature of the at least one battery ( TBat Cet Avg) ; and determining said thermal dissipation power ' Qsat Extols * based on said temperature difference (ATBat} and on an average speed of the vehicle (VSAvg} ; preferably wherein said operation of determining said thermal dissipation power ( QBatjtxtDis } based on said temperature difference (ATBat) 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 (ATBat) ; and increase in modulus with the increasing of the average speed of the vehicle {VSAvg} .

7. The method (112) according to any one of the previous claims, wherein said operation of determining (80; 102) the first cooling thermal power (QBat_Drv_cig') based on 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 cooling thermal power (QBat_Drv_cig')athermal power obtained: as a function of said current driving mode (DrvMod) and a temperature difference (ATBat) between a maximum cell temperature of the at least one battery (TBat Cet Max) and a maximum optimal temperature to be reached of the at least one battery (TBat Max Tgt) , and 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 cooling thermal power (QBat_Drv_cig')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 aresidual thermal energy of the at least one battery (AEpatThrmRem ) r and a minimum cooling thermal power (QBat_Min_cig') of 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 (112) according to any one of the previous claims, wherein said operation of determining (84; 108) said third cooling thermal power (QBat_chrg_cig') comprises : determining (72) a temperature difference (ATBat) by subtracting a maximum optimal temperature to be reached of the at least one battery (TBat Max Tgt} from a maximum cell temperature of the at least one battery ( TBat_Cel _Max ) ' and determining said third cooling thermal power (QBat_chrg_cig') based on said temperature difference (ATBat) and the maximum electrical power available for charging the at least one battery (PBat_chrg_Avi) ! preferably wherein said operation of determining said third cooling thermal power (QBat_chrg_cig') based on said temperature difference (ATBat) and said maximum electrical power available for charging the at least one battery (PBat_chrg_Avi') comprises extrapolating said third cooling thermal power (QBat_chrg_cig') from a map (70) , said map (70) being configured to express values of said third cooling thermal power (QBat_chrg_cig) that: increase with the increasing of the temperature difference (ATBat) ; and increase with the increasing of the maximum electrical power available for charging the at least one battery iPBat chrg Avi) •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 cooling thermal power ( QBat_cig_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 vehicle having at least one electric traction motor, said vehicle comprising at least one battery; said computer product compris ing portions of software code for executing the steps of the method according to any one of claims 1 to 8 .

Images