Method for defining a target state of charge of a high-voltage battery comprised in a vehicle having an electric traction motor, corresponding vehicle and computer program product

Abstract

A method for defining (10) a target state of charge (SOCTgt) of at least one high-voltage battery comprised in a vehicle having at least one electric traction motor, said method comprising: - defining at least one target parameter based on a driving mode (DrvMod), said at least one target parameter being indicative of a respective behaviour of the vehicle required for said driving mode (DrvMod); and - defining (10) said target state of charge (SOCTgt) as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satisfied.

Description

[0001] "Method for defining a target state of charge of a high-voltage battery comprised 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 defining target states of charge of one or more high-voltage batteries comprised in vehicles having at least one electric traction motor .

[0006] Speci fically, various embodiments of the present disclosure regard solutions for defining target states of charge of one or more high-voltage batteries comprised in vehicles having at least one electric traction motor as a function of current driving modes of said vehicles and, possibly, of a mechanical braking system installed in said vehicles .

[0007] Known Art

[0008] Known solutions for charging high-voltage batteries comprised in vehicles having at least one electric traction motor consider, as a target state of charge to be reached at the end of a charging phase , a constant state of charge , for example , equal to the maximum state of charge of said batteries , that is , a state of charge ( SOC ) equal to 100% .

[0009] A constant state of charge to be reached at the end of each charging phase is not suf ficient to meet the requirements of di f ferent driving modes of a driver of the vehicle .

[0010] Solutions adapted to vary said target state of charge as a function of current driving modes of said vehicles having at least one electric traction motor and, possibly, as a function of a braking system equipped on such vehicles , would be advantageous to meet one or more requirements , for example , requirements related to a maximum driving range of the vehicle , requirements related to performance parameters of a discharging peak power, and / or requirements related to performances of regeneration during braking .

[0011] It is noted that methods for measuring the ef ficiency of mechanical braking systems , that is , how ef fectively the vehicle ' s mechanical brakes convert the kinetic energy of the moving vehicle into heat to slow it down or stop it , are well known in the art .

[0012] Obj ect of the Invention

[0013] The invention aims at solving the technical problems outlined in the foregoing . Speci fically, the obj ect of the invention consists in providing a method for defining a target state of charge of a high-voltage battery comprised in a vehicle having an electric traction motor with the aim of meeting one or more requirements , for example , requirements related to the maximum driving range of the vehicle , requirements related to performance parameters of the discharging peak power, and / or requirements related to performances of regeneration during braking .

[0014] Summary of the Invention

[0015] 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 .

[0016] One or more embodiments refer to a corresponding vehicle .

[0017] 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 executing the steps of the ( corresponding) method when the program is run on at least one processing circuit .

[0018] As used in the present document , the reference to said computer program product is to be construed as 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 .

[0019] Brief Description of the Figures

[0020] One or more embodiments will now be described, by way of example only, with reference to the annexed Figures , wherein :

[0021] Figure 1 shows an exemplary diagram which expresses states of charge of a battery to be reached subsequent to a charging of said battery as a function of driving modes and of performances of a braking system comprised in the vehicle , for example , of an ef ficiency thereof , according to embodiments of the present disclosure .

[0022] Detailed Description

[0023] In the description provided in the following, one or more speci fic details are illustrated in order to provide a thorough understanding of exemplary embodiments of the present disclosure . The embodiments may be obtained without one or more of the speci fic details or with other methods , components , materials etc . In other instances , known operations , materials or structures are not illustrated or described in detail in order not to obscure certain aspects of the embodiments .

[0024] 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 . Thus , phrases such as "in an embodiment" or " in one embodiment" or the like , which may be present in various instances in the present description, do not necessarily refer to one and the same embodiment .

[0025] Moreover, particular configurations , structures or characteristics may be combined in any suitable way in one or more embodiments .

[0026] The references used herein are provided for convenience only, and therefore they do not define the extent of protection or the scope of the embodiments .

[0027] Throughout the Figures annexed herein and throughout the detailed description provided in the following, unless the context dictates otherwise , the similar elements or parts are denoted with similar ref erences / numbers , and a corresponding description will not be repeated for the sake of brevity .

[0028] As stated in the foregoing, solutions as described in the present document aim at favouring a variation of the target state of charge of a battery, said target state of charge being the state of charge to be reached at the end of a charging phase of said battery comprised in a vehicle having at least one electric traction motor .

[0029] Said variation is performed ( at least ) as a function of a driving mode currently used by a driver of said vehicle having at least one electric traction motor, in such a way as to meet one or more requirements , for example , requirements related to a maximum driving range of the vehicle , requirements related to performance parameters of a discharging peak power and / or requirements related to performances of regeneration during braking .

[0030] Solutions according to the present description may perform such a variation also as a function of performances , for example , of an ef ficiency or a type , of a braking system comprised in the vehicle having the at least one electric traction motor.

[0031] In fact, the selection of a single constant target state of charge, for example, equal to 100%, to be reached at the end of charging phases of at least one battery comprised in the vehicle (as is the case in the known solutions described in the foregoing) does not enable meeting the requirements requested for each of the driving modes.

[0032] Different target states of charge of the battery to be reached at the end of charging phases of the vehicle having at least one electric traction motor enable obtaining different behaviours of said vehicle, for example, behaviours related to the driving range of the vehicle and / or behaviours related to the vehicle dynamics .

[0033] For example, by charging the battery of the vehicle to a maximum state of charge (or to a very high value of state of charge, close to a maximum state of charge) for example, equal to 100%, it is possible to maximize (or to increase) the driving range of said vehicle. In fact, by maximizing the state of charge of the battery of the vehicle it is possible to maximize the amount of electric power stored within the battery itself.

[0034] Similarly, by charging the battery of the vehicle up to the maximum state of charge, it is possible to meet the requirements requested by a given driving mode, for example, an aggressive driving mode, as regards the performances of discharging peak power. In fact, by maximizing the state of charge of the battery of the vehicle it is possible to maximize (to increase) the value of the discharging peak power which can be requested by the vehicle, for example, during an acceleration phase.

[0035] For example, the maximization of the value of the discharging peak power which may be requested by the vehicle may be useful when, for example , during an on- track mission such as an acceleration race , the vehicle requires the highest possible propulsive power and when the deceleration phase is not important for optimi zing the performances .

[0036] It is noted that a driving mode is defined as aggressive when it is oriented towards a performance request and when it is related to high requests for electric power from the battery, for example , requests during the execution of an on-track mission .

[0037] On the contrary, by charging the battery of the vehicle to the maximum state of charge , it may not be possible to meet the requirements requested for a given driving mode , for example , an aggressive driving mode , as regards the performances of regeneration during braking . In fact , by maximi zing the state of charge of the battery of the vehicle , there is no margin of state of charge to assist the mechanical braking system in the event of abrupt braking which require high braking performance , for example , braking performed on track .

[0038] Therefore , with the use of driving modes which are oriented towards a greater aggressiveness in which the deceleration phase is relevant for optimi zing the vehicle performances , it would be advantageous not to recharge the battery of the vehicle completely, that is , it would be advantageous to reach a state of charge lower than the maximum state of charge ( or lower than a very high state of charge , close to the maximum state of charge ) at the end of charging, in such a way as to keep a regeneration buf fer to assist the mechanical braking system comprised in the vehicle .

[0039] For example, decreasing the target state of charge to be reached after a charging phase may also be advantageous , as described in the foregoing, when using driving modes oriented towards a greater aggressiveness , wherein the deceleration phase is relevant for optimi zing the vehicle performances , and wherein the braking system of the vehicle is not so performant as to obtain the deceleration requested by the driver without resorting to the margin of state of charge .

[0040] In fact , the vehicles having electric traction motors are usually characteri zed by a high mass , and therefore , in some instances , the braking system alone may not be suf ficient to obtain the deceleration requested by the driver, speci fically i f the requested deceleration is very aggressive and demands high braking performances .

[0041] In such a case , in order to obtain the deceleration requested by the driver, it is requested a margin of state of charge in the battery so that the battery may further increase , via the braking regeneration of the electric traction motor, the deceleration of the vehicle .

[0042] I f the target state of charge reached in the charging phase is too high, for example , equal or close to 100% , the regeneration ef fect is strongly limited .

[0043] For this reason, for example , in on-track missions which require minimi zing the time required to travel a lap, it may be more advantageous to charge the battery up to a target state of charge lower than the maximum state of charge ( or lower than a very high state of charge , close to the maximum state of charge ) ; thus , it may be more advantageous to reduce the state of charge of the battery at the beginning of the drive , thereby decreasing the value of the discharging peak power available for acceleration, but at the same time obtaining better performances in the first deceleration phase .

[0044] Therefore , solutions according to the present disclosure define a target state of charge SOChgt, to be reached at the end of a charging phase , which is di f ferent based on a driving mode currently selected by a driver of the vehicle and, possibly, based on an ef ficiency ( or type ) of a mechanical braking system installed on said vehicle .

[0045] In this way, it is possible to start driving with a target state of charge SOChgt which is optimal for the selected driving mode and, possibly, for the mechanical braking system installed on the vehicle . Said optimal target state of charge SOChgt is the state of charge which enables meeting the requirements related to the driving mode under consideration, possibly also by considering the braking system, for example , the requirements related to the maximum driving range of the vehicle , to the performances of the discharging peak power and / or to the performances of regeneration required by said driving mode under consideration .

[0046] More generally, solutions according to the present disclosure refer to a method for defining a target state of charge SOChgt of at least one high-voltage battery comprised in a vehicle having at least one electric traction motor, wherein said method comprises :

[0047] - defining at least one target parameter based on a driving mode DrvMod, for example , at least one target parameter out of a target driving range , a target discharging peak power, and a target braking regeneration, said at least one target parameter being indicative of a respective behaviour of the vehicle requested for said driving mode DrvMod, for example , respectively, of a request for a driving range , for a maximum propulsion, or for a given regeneration during braking; and

[0048] - defining said target state of charge SOChgt as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satis fied, thus , reducing the target state of charge SOChgt with respect to a maximum state of charge of the battery, for example , equal to 100% , in such a way as to obtain the requested behaviour of the vehicle , that is , the requested driving range , the maximum propulsion, or the given regeneration during braking described in the foregoing .

[0049] As previously described, said at least one target parameter may be selected out of a plurality of target parameters , the parameters in said plurality of target parameters being indicative of respective behaviours of the vehicle related to a driving range of the vehicle and / or to vehicle dynamics .

[0050] Thus , for example , said plurality of target parameters may comprise :

[0051] - a first target parameter indicative of a driving range of the vehicle ; a second target parameter indicative of a discharging peak power of the at least one high-voltage battery; and a third target parameter indicative of a regeneration during braking of the at least one high- voltage battery .

[0052] Therefore , the operation described in the foregoing of defining the target state o f charge SOChgt as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satis fied may comprise :

[0053] - equalling said target state of charge SOChgt to a maximum state of charge of said at least one high-voltage battery, preferably a state of charge of 100% ; and i f the third target parameter is selected, reducing said target state of charge SOChgt to a value for which the regeneration during braking of the at least one high-voltage battery is equal to that indicated by the third target parameter, therefore until the third target parameter ( corresponding to a behaviour of the vehicle characteri zed by braking regeneration) is satis fied .

[0054] It is noted that the target state of charge SOChgt is reached at the end of a charging phase of said at least one high-voltage battery .

[0055] Moreover, as described in the foregoing, the operation of defining the target state of charge SOChgt as the maximum state of charge of the at least one high- voltage battery for which said at least one target parameter is satis fied may be performed by considering an ef ficiency of a mechanical braking system BS comprised in the vehicle .

[0056] It is noted that the ef ficiency of the mechanical braking system can be obtained via any known method .

[0057] Therefore , said target state of charge SOChgt may :

[0058] - increase in response to the increasing of the ef ficiency of the mechanical braking system BS comprised in the vehicle ; and

[0059] - decrease in response to the decreasing of the ef ficiency of the mechanical braking system BS comprised in the vehicle .

[0060] Figure 1 shows an exemplary diagram 10 which expresses target states of charge SOChgt of a battery to be reached subsequent to a charging of said battery, obtained as a function of driving modes DrvMod and, possibly, of performances of a braking system BS comprised in the vehicle , according to embodiments of the present disclosure .

[0061] Thus , the optimal target state of charge SOChgt for a given condition is defined as a function of a driving mode DrvMod currently selected by a driver of the vehicle and, possibly, o f the type and / or of the ef ficiency of a mechanical braking system BS installed on said vehicle .

[0062] For example , said optimal target state of charge SOChgt is extrapolated from a map 10 based on said selected driving mode DrvMod ( for example , a signal indicative of a driving mode selected out of a plurality of driving modes ) and, possibly, on said type and / or ef ficiency of the braking system BS ( for example, a signal indicative of a type and / or of an ef ficiency of the mechanical braking system installed on the vehicle ) .

[0063] Therefore , the operation of defining the target state of charge SOChgt described in the foregoing, which defines said target state of charge SOChgt as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satis fied, may be performed :

[0064] - by receiving a signal DrvMod indicating a driving mode , for example , a driving mode currently selected by a driver of the vehicle ; and

[0065] - by extrapolating from a map, for example , the map 10 shown in Figure 1 , said target state of charge SOChgt based on said received signal DrvMod .

[0066] It is noted that said map 10 may be configured to express target states of charge SOChgt as a function of a plurality of driving modes DrvMod . In this case , each driving mode comprised in the plurality of driving modes DrvMod is characteri zed by di f ferent target parameters to be satis fied . Therefore , each of the target states of charge SOChgt extrapolated from said map 10 corresponds to a respective driving mode DrvMod and, as a consequence , to respective target parameters . Thus , each of the target states of charge SOChgt extrapolated from said map 10 corresponds to a maximum state of charge of the at least one high-voltage battery for which the respective target parameters (which characteri ze the respective driving mode DrvMod) are satis fied . Similarly, when the ef ficiency of the mechanical braking system BS comprised in the vehicle is also taken into account , the operation of defining the target state of charge SOChgt may further be performed by receiving an additional signal BS indicative of an ef ficiency of said mechanical braking system comprised in the vehicle .

[0067] In this case , the operation of extrapolating said target state of charge SOChgt from the map 10 described in the foregoing may further be performed based on said additional signal BS .

[0068] It is noted that , in this case , said map 10 may be configured to express target states of charge SOChgt as a function of said plurality of driving modes DrvMod and of a plurality of ef ficiencies BS of mechanical braking systems .

[0069] In this case , each pair consisting of a driving mode comprised in the plurality of driving modes DrvMod and an ef ficiency of a mechanical braking system BS comprised in the plurality of ef ficiencies is characteri zed by di f ferent target parameters to be satis fied . Therefore , each of the target states of charge SOChgt extrapolated from said map 10 corresponds to a respective driving mode DrvMod and to a respective ef ficiency of a mechanical braking system BS and, consequently, to respective target parameters . Therefore , each of the target states of charge SOChgt extrapolated from said map 10 corresponds to a maximum state of charge of the at least one high-voltage battery for which the respective target parameters (which characteri ze the respective driving mode DrvMod and the respective ef ficiency BS of the braking system of the vehicle ) are satis fied .

[0070] Solutions according to the present disclosure may take into consideration a plurality of driving modes comprising, for example , one or more driving modes selected out of :

[0071] - a first driving mode DrvModi having, as a main requirement , the achievement of a maximum driving range , for example , used by a user for driving on a road with the purpose of obtaining a maximum driving range of the vehicle ;

[0072] - a second driving mode DrvMod2 , more aggressive than the first driving mode DrvModi , but having again as the main requirement the achievement of a maximum driving range , for example , again to drive on roads ;

[0073] - a third driving mode DrvMod3, more aggressive than the second driving mode DrvMod2 , for example a " sport" driving mode usable on roads , the main requirements whereof are the achievement of a high driving range and the presence of a margin of state of charge adapted to provide performances of braking regeneration;

[0074] - a fourth driving mode DrvMod4 having, as a main requirement , the achievement of a maximum discharging peak power, for example , to be used during on-track missions such as an acceleration race , wherein the available propul sive power of the vehicle has to be as high as possible and wherein the deceleration phase is not relevant for optimi zing the performances ;

[0075] - a fi fth driving mode DrvMods corresponding to an aggressive driving mode over time , for example , a driving mode to be used during an on-track race of a certain duration, wherein the main requirement is the presence of a margin of state of charge adapted to provide performances of braking regeneration, but without excessively af fecting the driving range of the vehicle ( for example , in such a way as to maintain a durability of the vehicle performance for at least 20 km " kilometres" ) ; and

[0076] - a sixth driving mode DrvMod6 corresponding to an aggressive driving mode which is maintained for a short time , for example , a driving mode to be used during a lap wherein one wishes to minimi ze the lap time , wherein the main requirement is the presence of a margin of state of charge adapted to provide performances of braking regeneration .

[0077] It is noted that the driving modes described in the foregoing are set forth by way of example only; therefore , some of the driving modes described in the foregoing may not be present , or else there may be present additional driving modes characteri zed by speci fic requirements related to the previously listed parameters , that is , related to the maximum driving range of the vehicle , to the performances of the discharging peak power, and / or to the performances of regeneration during braking .

[0078] Therefore , for example , for the first driving mode DrvModi and for the second driving mode DrvMod2 , since the main requirement is the achievement of a maximum available driving range , it is possible to select , for example , via the map 10 , a maximum value of target state of charge SOChgt, for example , a target state of charge equal to 100% .

[0079] For the third driving mode DrvMod3, since both a high driving range of the vehicle and a capacity of regeneration during braking for increasing the performances of the first deceleration phase are required, it is possible to cons ider a value of target state of charge SOChgt which is (very) high, but not as high as the maximum state of charge , for example a value approximately equal to 99% . In this way, it is possible to favour the first deceleration phase while minimally af fecting the driving range of the vehicle .

[0080] For example , said target state of charge SOChgt relating to the third driving range DrvMod3 may be determined in such a way as to balance ( for example , by researching an optimum value ) the driving range of the vehicle which is desired in said third driving mode DrvMod3 and the performances relating to the first deceleration phase which are desired for said third driving mode DrvMod3 .

[0081] For the fourth driving mode DrvMod4 , since the main requirement is the achievement of a maximum discharging peak power of the high-voltage battery of the vehicle , it is possible to select , for example , via the map 10 , a maximum value of target state of charge SOChgt, for example , a target state of charge equal to 100% . In this way, it is possible to maximize the propulsion of the vehicle without considering the first deceleration phase , since it is not important for optimi zing the performances .

[0082] For the fi fth driving mode DrvMods, since a braking regeneration capacity is required for increasing the performances of the first deceleration phase without excessively af fecting the driving range of the vehicle ( and, consequently, the durability of the vehicle performances ) , it is possible to consider a value of target state of charge SOChgt lower than the value selected for the third driving mode DrvMod3, for example , a value equal to 98 % . In this way it is possible to favour the first deceleration phase , while af fecting the driving range more than in the third driving mode DrvMod3, but still keeping said driving range above a given threshold, for example , in order to obtain a durability of performances for approximately 20 km .

[0083] For example , said target state of charge SOChgt relating to the fi fth driving mode DrvMods may be determined in such a way as to balance ( for example , by means of the research of an optimum value ) the driving range of the vehicle while considering a desired durability of the performances of said vehicle for said fi fth driving mode DrvMods and the desired performances related to the first deceleration phase for said fi fth driving mode DrvMod5 .

[0084] For the sixth driving mode DrvMod6, since a regeneration capacity is required in order to increase the performances of the first deceleration phase , and since the performances of the vehicle are requested for a short time period ( for example , a lap of approximately 4 km) , it is possible to reduce the target state of charge SOChgt more than in the fi fth driving mode DrvMods, in such a way as to further increase , with respect to said fi fth driving mode DrvMods , the performances of the first deceleration phase ; for example , the target state of charge SOChgt may acquire a value approximately equal to 97 % .

[0085] As described in the foregoing, the value of target state of charge SOChgt may be further modi fied as a function of a type and / or of an ef ficiency of a mechanical braking system installed on the vehicle .

[0086] Indeed, di f ferent mechanical braking systems are characteri zed by di f ferent braking performances .

[0087] Therefore , a more performant mechanical braking system, that is , a system having a greater braking ef ficiency, may admit an increase in the value of the target state of charge SOChgt to be reached at the end of a charging phase with respect to a less performant mechanical braking system, with the same driving mode DrvMod selected by a driver of the vehicle .

[0088] Indeed, a more performant mechanical braking system requires a lesser margin of state of charge ( that is , a lesser regeneration capacity) to obtain the deceleration requested by the driver, in comparison with a less performant mechanical braking system .

[0089] Therefore , a (very) performant mechanical braking system, for example , having a braking ef ficiency that does not require a margin of state of charge in order to obtain the deceleration requested by the driver ( for example , a first braking system BSi shown in Figure 1 ) , may enable increasing the value of the target state of charge SOChgt for a given selected driving mode DrvMod, for example , up to the maximum value of state of charge approximately equal to 100% .

[0090] In this way, it is possible to obtain better performances , for example , i f the third driving mode DrvMod3, the fi fth driving mode DrvMods or the sixth driving mode DrvMode are considered, since the driving range of the vehicle , which enables increasing the performance durability, and the maximum discharging peak power of the battery, which enables increasing the vehicle propulsion, are not penali zed .

[0091] A mechanical braking system less performant than the first braking system BSi, for example , a second braking system BS2 , may require a first margin of state of charge for obtaining the deceleration requested by the driver, and therefore the value of the target state of charge SOChgt for a given selected driving mode DrvMod may be equal to a first value of target state of charge SOChgt lower than the maximum state of charge of the battery .

[0092] In this way, the performances obtained, for example , for the third driving mode DrvMod3, the fi fth driving mode DrvMods, or the sixth driving mode DrvMode, decrease with respect to the performances obtained with the first braking system BSi, since the driving range of the vehicle is reduced by a first value of driving range and the maximum discharging peak power of the battery is reduced by a first value of discharging power .

[0093] Similarly, an even less performant mechanical braking system, that is , a system which is less performant than both the first braking system BSi and the second braking system BS2 , for example , a third braking system BS3, may require a second margin of state of charge , greater than the first margin described for the second braking system BS2 , in order to obtain the deceleration requested by the driver .

[0094] In such a case , the value of the target state of charge SOChgt for a given selected driving mode DrvMod may be equal to a second value of target state of charge SOChgt, which is lower than the first value of target state of charge described for the second braking system BS2•

[0095] In this way the performances obtained, for example , for the third driving mode DrvMod3, the fi fth driving mode DrvMod5 or the sixth driving mode DrvMod6, decrease with respect to the performances obtained with the first braking system BSi and to the performances obtained with the second braking system BS2 , since the driving range of the vehicle has decreased by a second value of driving range ( greater than the first value of driving range described for the second braking system BS2 ) and the maximum discharging peak power of the battery has decreased by a second value of discharging power ( greater than the first value of discharging power described for the second braking system BS2 ) .

[0096] Therefore , advantageously, by considering the type and / or the ef ficiency of the braking system BS installed on board of the vehicle in addition to the driving mode DrvMod selected by the driver, it is possible to increase the driving performances for the more aggressive driving modes , without penali zing or with a reduced penali zation of the driving range of the vehicle and of the discharging peak power, in the presence of braking systems BS which are more performant or which have higher ef ficiency .

[0097] In fact , the more performant and ef ficient the braking system BS installed on board of the vehicle , the fewer the compromises among the requested driving range of the vehicle (possibly, also considering the performance durability) , the requested discharging peak power, and the requested regeneration performances related to the first deceleration phase .

[0098] Therefore , the solution described in detail in the present document enables obtaining a method for defining, for example , via the map 10 , a target state of charge SOChgt of at least one high-voltage battery comprised in a vehicle having at least one electric traction motor .

[0099] Methods according to the present description comprise :

[0100] - defining at least one target parameter based on a driving mode DrvMod, said at least one target parameter being indicative of a respective behaviour of the vehicle required for said driving mode DrvMod, for example , of a request for driving range , maximum propulsion or regeneration during braking; and

[0101] - defining, for example , via the map 10 , said target state of charge SOChgt as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satis fied, thus , reducing the target state of charge SOChgt with respect to a maximum state of charge of the battery, for example , equal to 100% , in such a way as to obtain the requested behaviour of the vehicle .

[0102] It is thus possible to understand that the solution described in the present detailed description may favour the variation of the target state of charge reached at the end of a charging phase as a function of a driving mode currently selected by a driver of the vehicle and, possibly, as a function of a braking system equipped on the vehicle . In this way, it is possible to meet one or more requirements , for example , requirements related to a maximum driving range of the vehicle (possibly, also by considering a durability of the vehicle performances over time ) , requirements related to performance parameters of a discharging peak power, and / or requirements related to performances of regeneration during braking .

[0103] It is noted that embodiments of the present disclosure also refer to vehicles having at least one electric traction motor, said vehicles comprising at least one high-voltage battery and at least one electronic control unit configured to drive a charging phase of said at least one high-voltage battery until a target state of charge SOChgt is reached .

[0104] Said at least one electronic control unit is configured to perform the steps of the method according to embodiments of the present disclosure .

[0105] Moreover, it is noted that embodiments of the present disclosure 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 comprising at least one high-voltage battery, and the at least one electronic control unit being configured to drive a charging phase of said at least one high-voltage battery until a target state of charge SOChgt is reached .

[0106] Said computer program product comprises portions of software code for executing the steps of the method according to embodiments of the present disclosure .

[0107] 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 . The extent of protection is defined by the annexed claims .

Claims

CLAIMS1. Method for defining (10) a target state of charge (SOCTgt) of at least one high-voltage battery comprised in a vehicle having at least one electric traction motor, said method comprising: defining at least one target parameter based on a driving mode (DrvMod) , said at least one target parameter being indicative of a respective behaviour of the vehicle required for said driving mode (DrvMod) ; and defining (10) said target state of charge ( SOCTgt) as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satisfied.

2. The method according to claim 1, wherein said at least one target parameter is selected out of a plurality of target parameters, the parameters in said plurality of target parameters being indicative of respective behaviours of the vehicle related to a range of the vehicle and / or dynamics of the vehicle.

3. The method according to claim 2, wherein said plurality of target parameters comprises: a first target parameter indicative of a range of the vehicle; a second target parameter indicative of a discharging peak power of the at least one high-voltage battery; and a third target parameter indicative of a regeneration of the at least one high-voltage battery.

4. The method according to claim 3, wherein said operation of defining (10) said target state of charge ( SOC gt) as the maximum state of charge of the at leastone high-voltage battery for which said at least one target parameter is satis fied comprises : equalling said target state of charge ( SOChgt) to a maximum state of charge of said at least one high- voltage battery, preferably a state of charge of 100% ; and i f said third target parameter is selected, reducing said target state of charge ( SOChgt) to a value for which the regeneration of the at least one high- voltage battery is equal to that indicated by the third target parameter .5 . The method according to any one of the previous claims , wherein said target state of charge ( SOChgt) is reached at the end of a charging phase of said at least one high-voltage battery .

6. The method according to any one of the previous claims , wherein said operation of defining ( 10 ) said target state of charge ( SOChgt) as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satis fied is performed by considering an ef ficiency of a mechanical braking system (BS ) comprised in the vehicle .7 . The method according to claim 6 , wherein said target state of charge ( SOChgt) : increases in response to the increasing of the ef ficiency of the mechanical braking system (BS ) comprised in the vehicle ; and decreases in response to the decreasing of the ef ficiency of the mechanical braking system (BS ) comprised in the vehicle .

8. The method according to any one of the previous claims, wherein said operation of defining (10) said target state of charge (SOChgt) as the maximum state of charge of the at least one high-voltage battery for which said at least one target parameter is satisfied comprises : receiving a signal (DrvMod) indicating said driving mode (DrvMod) ; and extrapolating from a map (10) said target state of charge (SOChgt) based on said received signal, said map (10) being configured to express target states of charge (SOChgt) as a function of a plurality of driving modes (DrvMod) ; preferably wherein said operation of defining (10) said target state of charge (SOChgt) further comprises receiving an additional signal (BS) indicative of an efficiency of a mechanical braking system comprised in the vehicle, and wherein said operation of extrapolating said target state of charge (SOChgt) from the map (10) is further performed based on said additional signal (BS) , said map (10) being configured to express target states of charge (SOChgt) as a function of said plurality of driving modes (DrvMod) and a plurality of efficiencies of mechanical braking systems.

9. Vehicle having at least one electric traction motor, said vehicle comprising at least one high-voltage battery and at least one electronic control unit configured to drive a charging phase of said at least one high-voltage battery until a target state of charge (SOChgt) is reached; 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 high-voltage battery and said at least one electronic control unit being configured to drive a charging phase of said at least one high-voltage battery until a target state of charge ( SOC gt) is reached; said computer product comprising portions o f software code for executing the steps of the method according to any one of claims 1 to 8 .

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