Method for managing an electrical power in a high-voltage battery comprised in a vehicle having an electric traction motor, corresponding vehicle and computer program product

Abstract

A method for managing an electrical power in at least one high-voltage battery comprised in a vehicle having at least one electric traction motor, said method comprising: - defining (30; 300a) a maximum discharge power limit (PBat_Dischrg_Lim) based on a driving mode (DrvMod), on a thermal power (PBat_Clg_Max) available for cooling the at least one high-voltage battery, and on a maximum temperature (TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery; and - limiting the electrical power supplied by said at least one high-voltage battery during a motion of the vehicle via said maximum discharge power limit (PBat_Dischrg_Lim); and / or - defining (30; 300b) a maximum charge power limit (PBat_Chrg_Lim) based on said driving mode (DrvMod), on said thermal power (PBat_Clg_Max) available for cooling the at least one high-voltage battery, and on said maximum temperature (TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery; and - limiting the electrical power absorbed by said at least one high-voltage battery during a motion of the vehicle via said maximum charge power limit (PBat_Chrg_Lim).

Description

[0001] " Method for managing an electrical power in 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 relate to methods for managing electrical powers in one or more high-voltage batteries comprised in vehicles having electric traction motors.

[0006] Specifically, various embodiments of the present disclosure regard solutions for managing an electrical power absorbed and / or supplied by said one or more high-voltage batteries in vehicles having electric traction motors.

[0007] Known Art

[0008] The management of electrical power in vehicles having an electric traction motor comprises adjusting, allocating and using the electrical power within said vehicles.

[0009] Known solutions do not envisage the possibility of controlling the battery temperature during a motion of the vehicle, for example during a regeneration of the battery and / or during a propulsion of the vehicle, by managing said electrical power.

[0010] Therefore, solutions adapted to offer said possibility of control by managing the electrical power of the battery comprised in a vehicle would be advantageous in order to limit the temperature of said battery during a motion of said vehicle.

[0011] Obj ect of the Invention

[0012] The invention aims at solving the technical problems outlined in the foregoing. Specifically, the obj ect of the invention consists in providing a method for managing an electrical power in a high-voltage battery comprised in a vehicle having at least one electric traction motor during a motion of said vehicle, in such a way as to control, for example by limiting, the temperature of the high-voltage battery comprised in the vehicle.

[0013] Summary of the Invention

[0014] 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.

[0015] One or more embodiments refer to a corresponding vehicle.

[0016] One or more embodiments refer to 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.

[0017] As used herein, the reference to said computer program product is to be construed as equivalent to a computer-readable medium, for example an electronic control unit of the vehicle or 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.

[0018] Brief Description of the Figures

[0019] One or more embodiments will now be described, by way of example only, with reference to the annexed Figures, wherein:

[0020] - Figure 1 shows an exemplary method for managing an electrical power in a high-voltage battery comprised in a vehicle having an electric traction motor during a motion of said vehicle,

[0021] Figure 2 shows an exemplary electrical power derating method, according to embodiments of the present disclosure;

[0022] - Figure 3 shows an exemplary method for calculating limits of electrical power absorbed and / or supplied by the battery during a motion of said vehicle and by considering a current driving mode, according to embodiments of the present disclosure;

[0023] - Figure 4 shows an exemplary method for calculating limits of electrical power supplied by the battery, that is, during a battery discharge, during a motion of the vehicle and by considering a current driving mode, according to embodiments of the present disclosure;

[0024] - Figure 5 shows exemplary behaviours of limits of electrical power supplied by the battery as a function of a maximum temperature of the cells of the battery and of a maximum thermal power available for its conditioning, according to embodiments of the present disclosure;

[0025] - Figure 6 shows an exemplary method for calculating limits of electrical power absorbed by the battery, that is, during a battery charge, during a motion of the vehicle and by considering a current driving mode, according to embodiments of the present disclosure; and - Figure 7 shows exemplary behaviours of limits of electrical power absorbed by the battery as a function of a maximum temperature of the cells of the battery and of a maximum thermal power available for its conditioning, according to embodiments of the present disclosure.

[0026] Detailed Description

[0027] In the following description, one or more specific details are shown 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 specific details or with other methods, components, materials etc. In other instances, known operations, materials or structures are not illustrated or described in detail, in order not to obscure certain aspects of the embodiments.

[0028] 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" or "in one embodiment" or the like, which may be present in one or more places of the present description, do not necessarily refer to one and the same embodiment.

[0029] Moreover, particular configurations, structures of characteristics may be combined in any suitable way in one or more embodiments.

[0030] The headings provided herein are for convenience only, and therefore they do not define the extent of protection or the scope of the embodiments.

[0031] Throughout the Figures annexed herein and throughout the detailed description provided in the following, unless the context dictates otherwise, the similar parts or elements are denoted with similar references / numbers, and a corresponding description will not be repeated for brevity.

[0032] It is noted that solutions as described in the present disclosure may be used in any vehicle having at least one electric traction motor and including at least one high-voltage battery.

[0033] As stated in the foregoing, solutions as described herein aim at facilitating the control of the temperature of a high-voltage battery comprised in a vehicle having at least one electric traction motor during a motion of said vehicle, for example during a regeneration phase of the battery (that is during a deceleration of the vehicle) and / or during a propulsion phase of the vehicle (that is during an acceleration of the vehicle).

[0034] Said temperature control is implemented via the management of an electrical power of the battery and it is used to prevent overheating in said battery, for example, by limiting said temperature to safe values of operation (that is, below a certain maximum temperature limit).

[0035] Therefore, solutions as described in the present document, aiming at limiting said battery temperature during a motion of the vehicle, favour a management of:

[0036] - an electrical power absorbed by the high-voltage battery, that is, an electrical power absorbed during a phase of charge of the battery, for example, during a regeneration related to the deceleration of the vehicle, and / or

[0037] - an electrical power supplied by said high-voltage battery, that is, an electrical power supplied during a discharge phase of the battery, for example, during a propulsion related to the acceleration of the vehicle.

[0038] Said management is performed by considering:

[0039] - a driving mode currently selected by a driver of the vehicle having the electric traction motor, and - a maximum thermal cooling power available for cooling the high-voltage battery comprised in said vehicle.

[0040] In this fashion, the battery temperature can be limited based on the maximum thermal cooling power available, considering temperature requirements which are different for each selected driving mode, for example, based on an aggressiveness of the selected driving mode.

[0041] Therefore, solutions according to the present disclosure facilitate limiting the temperature of the high-voltage battery comprised in the vehicle in such a way as to respect a maximum temperature limit via the management of the electrical power absorbed and / or supplied by the battery, thereby enabling the achievement of better vehicle performances in a currently selected driving mode, for example, a driving mode related to an on-track mission or a driving mode which maximizes the driving range of the vehicle, and with a maximum thermal cooling power of the battery which is currently available.

[0042] Figure 1 shows an exemplary method 10 for managing an electrical power in a high-voltage battery comprised in a vehicle having an electric traction motor during a motion of said vehicle, according to embodiments of the present disclosure.

[0043] A first method 100ais a method for managing a discharge electrical power, that is, an electrical power supplied by the battery during a motion of the vehicle, for example, during a propulsion of the vehicle. Said method 100acomprises an operation of defining a limit of discharge electrical power of the battery based on a maximum temperature of cells of the battery, on a maximum available thermal cooling power of the battery and on a current driving mode.

[0044] Said limit of discharge electrical power of the battery is then used to limit the discharge electrical power of the battery, that is, the electrical power supplied by the battery during its discharge phase during said motion of the vehicle.

[0045] Similarly, a second method 100b is a method for managing a charge electrical power, that is, an electrical power absorbed by the battery during a motion of the vehicle, for example, during a regeneration of the battery due to braking. Said method 100bcomprises an operation of defining a limit of charge electrical power of the battery based on the maximum temperature of cells of the battery, on the maximum available thermal cooling power of the battery and on the current driving mode.

[0046] Said limit of charge electrical power of the battery is then used to limit the charge electrical power of the battery, that is, the electrical power absorbed by the battery during its charge phase during said motion of the vehicle.

[0047] In the vehicles having electric traction motors ( for example in BEVs - Battery Electric Vehicles ), the temperature of the battery increases during the drive, with a greater increase when aggressive driving modes are being used.

[0048] It is noted that a driving mode is defined as aggressive when it is oriented towards a request of performances, and when it relates to high requests for electrical power from the battery, for example, requests during on-track missions.

[0049] Said temperature increase is the result of a thermal rej ection ("heat rej ection") originated by a continuous current flow through the battery, comprising:

[0050] - currents entering in the battery, that is, charge phases of the battery corresponding to deceleration phases of the vehicle; and

[0051] currents exiting from the battery, that is, discharge phases of the battery corresponding to acceleration phases of the vehicle.

[0052] For safety reasons, the temperature of the high-voltage battery comprised in the vehicle is usually limited in such a way as not to exceed a given critical threshold ( for example, the maximum temperature limit of the battery described in the foregoing), beyond which the battery may be damaged and originate dangerous situations, such as venting events, wherein gas is expelled from the battery.

[0053] When the available thermal cooling power of the battery, for example, a thermal cooling power provided by a thermal cooling system comprised in the vehicle, has already been wholly used for cooling the battery, it is anyway possible to limit the battery temperature below the critical threshold by reducing the thermal rej ection generated by the current flows traversing said battery, that is, by limiting the maximum charge and discharge power of the battery (that is, by limiting the current flows into and out of the battery), thus reducing the vehicle performances.

[0054] Therefore, solutions according to the present disclosure facilitate the definition of:

[0055] a maximum charge power, that is, a maximum electrical power which can be absorbed by the high-voltage battery during a braking regeneration phase, corresponding to a charge phase of the high-voltage battery comprised in the vehicle, and / or

[0056] - a maximum discharge power, that is, a maximum electrical power which can be supplied by said high-voltage battery during a propulsion phase of the vehicle, corresponding to a discharge of the high-voltage battery.

[0057] To sum up, solutions according to the present disclosure refer to methods 10 for managing an electrical power in at least one high-voltage battery comprised in a vehicle having at least one electric traction motor.

[0058] Methods according to the present disclosure comprise the following operations:

[0059] defining a maximum discharge power limit PBat_Dischrg_Lim based on a driving mode DrvMod, on a thermal power PBat_cig_Max available for cooling the at least one high-voltage battery, and on a maximum temperature TBat_Cell_Max selected from temperatures of cells of the at least one high-voltage battery; and

[0060] - limiting, for example, using the first method 100a, the electrical power supplied by said at least one high-voltage battery during a motion of the vehicle via said maximum discharge power limit PBat_Dischrg_Lim;

[0061] and / or

[0062] - defining a maximum charge power limit PBat_chrg_Lim based on said driving mode DrvMod, on said thermal power PBat_cig_Max available for cooling the at least one high-voltage battery, and on said maximum temperature TBat_Cell_Max selected from temperatures of cells of the at least one high-voltage battery; and

[0063] - limiting, for example, using the second method 100b, the electrical power absorbed by said at least one high-voltage battery during a motion of the vehicle via said maximum charge power limit PBat_chrg_Lim.

[0064] For example, said operation of limiting 100athe electrical power supplied by said at least one high-voltage battery during a motion of the vehicle via said maximum discharge power limit PBat_Dischrg_Lim may be performed during a propulsion of the vehicle, that is, during acceleration phases of the vehicle.

[0065] Similarly, said operation of limiting 100bthe electrical power absorbed by said at least one high-voltage battery during a motion of the vehicle via said maximum charge power limit PBat_chrg_Lim may be performed during a deceleration of the vehicle, preferably during a regeneration of the at least one high-voltage battery comprised in the vehicle.

[0066] It is noted that, in response to the operations of limiting 100aand 100b the electrical power supplied and / or absorbed by the at least one battery, said maximum temperature TBat_Cell_Max selected from temperatures of cells of the at least one high-voltage battery is advantageously limited below a maximum temperature limit, for example, a maximum temperature limit below which the at least one high-voltage battery operates in safety conditions.

[0067] Figure 2 shows an exemplary method 20 of electrical power derating, according to embodiments of the present disclosure.

[0068] Referring to Figure 2, reference A indicates a temperature range of the battery TBat within which there is availability of thermal cooling power to be used to cool said high-voltage battery comprised in the vehicle. Therefore, the battery temperature TBat may be limited below the critical threshold via said thermal cooling power of the battery.

[0069] On the other hand, the references B and C identify a first and a second temperature range of the battery TBat which determine different operating modes for the purposes of the method according to the present solution.

[0070] The temperature range A terminates at the lower end of the range B, and this boundary marks the depletion of the availability of increasing the thermal cooling power for the high-voltage battery of the vehicle. Therefore, in order to further contrast the temperature increase of the battery when the temperature is higher than such a boundary temperature, it is possible, as described in the foregoing, to reduce the thermal (heat) rej ection generated by the current flows traversing said battery.

[0071] The temperature range B corresponds to conditions wherein the possibility of increasing the cooling power available for the high-voltage battery is depleted, but the temperatures of the cells comprised in said battery are still relatively low.

[0072] Thus, in this temperature range B an intervention of performance derating is operated by only limiting the charge power, that is, the regeneration power, of the battery, by defining a maximum charge power limit.

[0073] It is noted that the intervention performed in said temperature range B, that is, the limitation of the charge power of the battery, is a relatively mild intervention since, in addition to braking regeneration, the mechanical brakes for slowing down the vehicle are in any case available.

[0074] The temperature range C, which is here illustrated above and adj acent to the range B, but which generally at least partly comprises temperature values higher than the temperature values of the range B (therefore, a superposition is possible), corresponds to conditions wherein the possibility of increasing the cooling power available for the high-voltage battery comprised in the vehicle is - even more so - depleted, and the temperatures of the cells of the battery are rising.

[0075] In this temperature range C, a further performance derating is operated by (also) limiting the discharge power, that is, the propulsion power and, in case, also the power absorbed by auxiliary components comprised in the vehicle, supplied by the battery, thus defining a maximum discharge power limit.

[0076] It is noted that the intervention operated in said temperature range C, that is, the limitation of the discharge power of the battery, is a more clearly perceivable intervention with respect to the intervention relating to the temperature range B, since it affects the propulsion of the vehicle.

[0077] Referring to the following Figures, there will now be detailed the modalities for determining the power limits, that is, the maximum charge power limit PBat_chrg_Lim and the maximum discharge power limit PBat_Dischrg_Lim, to be applied to the battery of the vehicle during a motion of said vehicle, according to embodiments of the present disclosure. It is noted that the maximum charge electrical power and the maximum discharge electrical power of the battery, which are limited by said power limits, may therefore be converted into a budget of electrical power for one or more user devices comprised in the vehicle via, for example, a method for energy management.

[0078] It is noted that, based on the driving mode currently selected by a driver of the vehicle, for example, based on the request for performance and / or for driving range of the selected driving mode, the intensity of the maximum discharge electrical power requested during the propulsion of the vehicle and the intensity of the maximum charge electrical power requested for regeneration during the vehicle deceleration may be different.

[0079] For example, with more aggressive driving modes, that is, with driving modes oriented towards a higher request for performances of the vehicle, it is preferable not to excessively affect the discharge electrical power of the battery requested for the propulsion of the vehicle.

[0080] On the contrary, in driving modes wherein the driving range of the vehicle is the priority, it is preferable not to excessively affect the charge electrical power of the battery requested for the regeneration phase of the vehicle.

[0081] Therefore, based on the selected driving mode, it is possible to select an optimal compromise between the derating of the discharge electrical power and of the charge electrical power of the battery.

[0082] Figure 3 shows an exemplary method 30 for calculating limits of absorbed electrical power, that is, the maximum charge power limit PBat_chrg_Lim, and / or of supplied electrical power, that is, the maximum discharge power limit PBat_Dischrg_Lim, of the battery during a motion of said vehicle and by considering a driving mode DrvMod currently selected by the driver, according to embodiments of the present disclosure.

[0083] The maximum discharge power limit PBat_Dischrg_Lim may be obtained via a block 300afor calculating the limits of discharge electrical power of the battery based on a maximum temperature of the cells of the battery TBatt_Cell_Max, on a current driving mode DrvMod and on a maximum thermal power available for cooling the battery PBat_Clg_Max •

[0084] Similarly, the maximum charge power limit PBat_chrg_Lim may be obtained via a block 300b for calculating the limits of charge electrical power of the battery based on said maximum temperature of the cells of the battery TBatt_Cell_Max, on the current driving mode DrvMod, and on said maximum thermal power available for cooling the battery PBat_Clg_Max •

[0085] Figure 4 shows an exemplary method 300ai, for example, implemented in the block 300afor calculating the limits of electrical power supplied by the battery, that is, during a discharge of the battery PBat_Dischrg_Lim, during a motion of the vehicle and by considering a current driving mode DrvMod, according to embodiments of the present description.

[0086] Said maximum discharge power limit PBat_Dischrg_Lim may be obtained, for example, via a first selection block 300ai, which is configured to select, based on the current driving mode DrvMod, a maximum discharge power limit from a plurality of discharge power limits comprising the limits denoted in Figure 4 with the references PBat Dischrg Lim 1, PBat Dischrg Lim 2, PBat Dischrg Lim 3, PBat_Dischrg_Lim_4, PBat_Dischrg_Lim_5, and PBat Dischrg Lim 6 (which will be referred to in the following with the general reference PBat_Dischrg_Lim_i ).

[0087] It is noted that each maximum discharge power limit PBat_Dischrg_Lim_i comprised in the plurality of discharge power limits may be associated with a respective, for example an i-th (with i which may be, for example, any value from 1 to 6), driving mode. Therefore, said maximum discharge power limit PBat_Dischrg_Lim_i may be selected when the driving mode DrvMod currently selected by the driver of the vehicle corresponds to said i-th driving mode.

[0088] Figure 5 shows exemplary behaviours of limits of electrical power supplied by the battery, that is, discharge power limits PBat_Dischrg_Lim_i, comprised in said plurality of discharge power limits (and related to respective driving modes).

[0089] Said behaviours of the discharge power limits PBat_Dischrg_Lim_i, related to a respective i-th driving mode, are illustrated as a function of the maximum temperature of the cells of the battery TBatt_ceii_Max and of the maximum thermal power available for the cooling conditioning thereof PBat_cig_Max, according to embodiments of the present disclosure.

[0090] The maximum limit of discharge electrical power PBat Dischrg Lim i O f the battery, related to a respective i-th driving mode, may be extrapolated, for example, from a map 300a2, based on said maximum temperature of the cells of the battery TBatt_Cell_Max, for example, received via a first signal indicative of said temperature, and based on said maximum thermal power available for cooling the battery PBat_Clg_Max, for example, received via a second signal indicative of said power ( for example, a signal received from an external control unit).

[0091] Qualitatively, said maximum limit of discharge electrical power PBat_Dischrg_Lim_i of the battery related to the respective i-th driving mode decreases in response to an increase of the maximum temperature of the cells of the battery TBatt_Cell_Max. In fact, by decreasing the maximum limit of discharge electrical power PBat_Dischrg_Lim_i in response to an increase of the maximum temperature of the cells of the battery TBatt_Cell_Max it is possible to more easily balance the thermal rej ection with the thermal power available for cooling the battery, while respecting safe temperature values of the battery.

[0092] Again, from a qualitative point of view, said maximum limit of discharge electrical power PBat_Dischrg_Lim_i of the battery related to the respective i-th driving mode increases in response to an increase of the maximum thermal power available for cooling the battery PBat_Clg_Max. In fact, a greater maximum thermal power available for cooling the battery PBat_Clg_Max corresponds to a greater thermal cooling power which can be used for balancing the thermal rej ection of the battery.

[0093] It is noted that the values of maximum thermal power available for cooling the battery PBat_Clg_Max1, PBat_Clg_Max2, PBat_Clg_Max3, and PBat_Clg_Max4 shown in Figure 8 are decreasing values of maximum power.

[0094] Moreover, again from a qualitative point of view, a maximum limit of discharge electrical power PBat_Dischrg_Lim of the battery, considering equal values of maximum temperature of the cells of the battery TBatt_Cell_Max and of maximum thermal power available for cooling the battery PBat_Clg_Max, is greater in correspondence of more aggressive driving modes.

[0095] Therefore, the knee of the behaviour graphs shown in Figure 5 tends to shift to the right, that is, towards higher values of maximum temperature of the cells of the battery TBatt_Cell_Max, in correspondence of more aggressive driving modes.

[0096] In this way, it is possible to obtain better performances, for example, during an on-track mission, by using the thermal capacity of the components as much as possible and by limiting the derating related to the vehicle propulsion. On the other hand, with driving modes which maximize the driving range of the vehicle it may be more advantageous to avoid the derating related to the battery regeneration instead of maintaining the thermal capacity (that is, instead of the derating related to the vehicle propulsion).

[0097] To sum up, in solutions according to the present disclosure, the operation described in the foregoing of defining, for example, via the block 300a, the maximum discharge power limit PBat_Dischrg_Lim, based on the driving mode DrvMod, on the thermal power PBat_Clg_Max available for cooling the at least one high-voltage battery, and on the maximum temperature TBat_Cell_Max selected from the temperatures of cells of the at least one high-voltage battery, may comprise:

[0098] - decreasing said maximum discharge power limit PBat_Dischrg_Lim in response to an increase of the maximum temperature TBat_Cell_Max selected from temperatures of cells of the at least one high-voltage battery; and increasing said maximum discharge power limit PBat_Dischrg_Lim in response to an increase of the thermal power PBat_Clg_Max available for cooling the at least one high-voltage battery.

[0099] It is noted that said maximum discharge power limit PBat_Dischrg_Lim for a selected driving mode DrvMod, that is, given a certain current driving mode, may be extrapolated from a map 300a2 based on said maximum temperature TBat_Cell_Max and on said thermal power PBat_Clg_Max. In this case, the map 300a2 is configured to express maximum discharge power limits PBat_Dischrg_Lim which decrease with the increasing of said maximum temperature TBat_Cell_Max and increase with the increasing of said thermal power PBat_Clg_Max.

[0100] Moreover, said operation described in the foregoing of defining the maximum discharge power limit PBat_Dischrg_Lim may comprise increasing said maximum discharge power limit PBat_Dischrg_Lim in response to an increase of aggressiveness of the driving mode DrvMod, that is, in the presence of the use of more aggressive driving modes.

[0101] Moreover, it is noted that said maximum discharge power limit PBat_Dischrg_Lim for the driving mode DrvMod having a given aggressiveness, that is, for the currently used driving mode, may be selected, for example, via the first selection block 300ai, from a plurality of maximum discharge power limits PBat_Dischrg_Lim_i related to respective driving modes DrvMod, for example, to respective i-th driving modes.

[0102] Figure 6 shows an exemplary method 300b1, for example, implemented via the calculation block 300b configured to calculate the limits of charge electrical power of the battery, for calculating limits of electrical power absorbed by the battery, that is, in correspondence of a battery charge PBat_chrg_Lim, during a motion of the vehicle and by considering a current driving mode DrvMod, according to embodiments of the present disclosure.

[0103] Said maximum charge power limit PBat_chrg_Lim may be obtained, for example, via a second selection block 3 0 0bi, configured to select, based on the current driving mode DrvMod, a maximum charge power limit from a plurality of charge power limits comprising the limits denoted in Figure 6 with the references PBat_Chrg_Lim_1, PBat_Chrg_Lim_2, PBat_Chrg_Lim_3, PBat_Chrg_Lim_4, PBat_Chrg_Lim_5, and PBat_Chrg_Lim_6 (which in the following will be referred to with the general reference PBat_chrg_Lim_i ).

[0104] It is noted that each maximum charge power limit PBat_chrg_Lim_i comprised in the plurality of charge power limits may be associated with a respective, for example, an i-th (with i which, for example, may be any value from 1 to 6) driving mode. Therefore, said maximum charge power limit PBat_chrg_Lim_i may be selected when the driving mode DrvMod currently selected by the driver of the vehicle corresponds to said i-th driving mode.

[0105] It is noted that said maximum charge power limit PBat_chrg_Lim_i may acquire a value equal to zero, or a negative value.

[0106] Figure 7 shows exemplary behaviours of limits of electrical power absorbed by the battery, that is, charge power limits PBat_chrg_Lim_i, comprised in said plurality of charge power limits (and related to respective driving modes).

[0107] Said behaviours of the charge power limits PBat_chrg_Lim_i, related to a respective i-th driving mode, are shown as a function of the maximum temperature of the cells of the battery TBatt_Cell_Max and of the maximum thermal power available for the cooling conditioning thereof PBat_Clg_Max, according to embodiments of the present disclosure.

[0108] The maximum limit of charge electrical power PBat_chrg_Lim_i of the battery related to a respective i-th driving mode may be extrapolated, for example, from a map 300b2, based on said maximum temperature of the cells of the battery TBatt_Cell_Max, for example, received via the first signal indicative of said temperature, and on said maximum thermal power available for cooling the battery PBat_Clg_Max, for example, received via the second signal indicative of said power.

[0109] Qualitatively, the absolute value of said maximum limit of charge electrical power PBat_chrg_Lim_i of the battery related to the respective i-th drive mode decreases in response to the increase of the maximum temperature of the cells of the battery TBatt_Cell_Max. In fact, similarly to what has been described in the foregoing, by decreasing the absolute value of the maximum limit of charge electrical power PBat_chrg_Lim_i in response to the increase of the maximum temperature of the cells of the battery TBatt_Cell_Max, it is possible to more easily balance the thermal rejection with the thermal power available for cooling the battery, while maintaining safe temperature values of the battery. Again, from a qualitative point of view, the absolute value of said maximum limit of charge electrical power PBat_Chrg_Lim_i of the battery related to the respective i-th driving mode increases in response to the increase of the maximum thermal power available for cooling the battery PBat_Clg_Max. In fact, as described in the foregoing, a greater maximum thermal power available for cooling the battery PBat_Clg_Max corresponds to a greater thermal cooling power which can be used to balance the thermal rej ection of the battery.

[0110] It is noted that the values of maximum thermal power available for cooling the battery PBat_Clg_Max1, PBat_Clg_Max2, PBat_Clg_Max3, and PBat_Clg_Max4 shown in Figure 5 are decreasing values of maximum power.

[0111] Moreover, again from a qualitative point of view, the absolute value of a maximum limit of charge electrical power PBat_chrg_Lim of the battery, considering equal values of maximum temperature of the cells of the battery TBatt_Cell_Max and of maximum thermal power available for cooling the battery PBat_Clg_Max, is lower in correspondence of more aggressive driving modes.

[0112] Therefore, the knee in the graph of behaviours shown in Figure 7 tends to shift to the left, that is, towards lower maximum temperature values of the battery cells TBatt_ceii_Max, in correspondence of more aggressive drive modes.

[0113] In this fashion, it is possible to obtain better performances, for example, during an on-track mission, by making use of the thermal capacity of the components as much as possible for the propulsion phase of the vehicle (that is, by means of the discharge power of the battery) and by making use of the mechanical braking systems. On the other hand, in driving modes which maximize the driving range of the vehicle, it may be more advantageous to use the regeneration due to braking in order to recover the kinetic energy of the vehicle.

[0114] Tu sum up, in solutions according to the present disclosure, the operation described in the foregoing of defining, for example, via the block 300b, the maximum charge power limit PBat_chrg_Lim based on the driving mode DrvMod, on the thermal power PBat_Clg_Max available for cooling the at least one high-voltage battery, and on the maximum temperature TBat_Cell_Max selected from temperatures of cells of the at least one high-voltage battery may comprise:

[0115] decreasing an absolute value of said maximum charge power limit PBat_chrg_Lim in response to an increase of the maximum temperature TBat_Cell_Max selected from temperatures of cells of the at least one high-voltage battery; and

[0116] - increasing the absolute value of said maximum charge power limit PBat_chrg_Lim in response to an increase of the thermal power PBat_Clg_Max available for cooling the at least one high-voltage battery.

[0117] It is noted that said maximum charge power limit PBat_chrg_Lim for a selected drive mode DrvMod, that is, given a certain current drive mode, may be extrapolated from a map 300b2based on said maximum temperature TBat_Cell_Max and on said thermal power PBat_Clg_Max. In this case, the map 300b2is configured to express maximum charge power limits PBat_Chrg_Lim having absolute values which decrease with the increasing of said maximum temperature TBat_Cell_Max and increase with the increasing of said thermal power PBat_Clg_Max. Moreover, said operation described in the foregoing of defining the maximum charge power limit PBat_chrg_Lim may comprise decreasing an absolute value of said maximum charge power limit PBat_chrg_Lim in response to an increase of an aggressiveness of the driving mode DrvMod, that is, in correspondence of a use of more aggressive driving modes.

[0118] Moreover, it is noted that said maximum charge power limit PBat_chrg_Lim for the driving mode DrvMod having a given aggressiveness, that is, for the currently used driving mode, may be selected, for example, via the second selection block 300b1, from a plurality of maximum charge power limits PBat_chrg_Lim_i related to respective driving modes DrvMod, for example, related to respective i-th driving modes.

[0119] Therefore, the solution described in the present document enables obtaining a method for managing the electrical power in at least one high-voltage battery comprised in a vehicle having at least one electric traction motor.

[0120] Said method comprises:

[0121] - defining, for example, via the block 300a, a maximum discharge power limit PBat_Dischrg_Lim based on a driving mode DrvMod, on a thermal power PBat_Clg_Max available for cooling the at least one high-voltage battery, and on a maximum temperature TBat_Cell_Max selected from temperature of cells of the at least one high- voltage battery; and

[0122] - limiting the electrical power supplied by said at least one high-voltage battery during a motion of the vehicle via said maximum discharge power limit PBat_Dischrg_Lim;

[0123]

[0124] and / or

[0125] - defining, for example, via the block 300b, a maximum charge power limit PBat_chrg_Lim based on said driving mode DrvMod, on said thermal power PBat_Clg_Max available for cooling the at least one high-voltage battery, and on said maximum temperature TBat_Cell_Max selected from temperature of cells of the at least one high-voltage battery; and

[0126] - limiting the electrical power absorbed by said at least one high-voltage battery during a motion of the vehicle via said maximum charge power limit PBat_chrg_Lim.

[0127] Therefore, it can be understood that the solution described in the present description can facilitate managing an electrical power absorbed by the high-voltage battery during a regeneration of said battery, and / or an electrical power supplied by said high-voltage battery during a propulsion of the vehicle, in such a way as to limit the temperature of the battery of the vehicle during a motion of said vehicle.

[0128] Therefore, by limiting the temperature of the battery of the vehicle, it is possible to increase the safety of high-voltage batteries comprised in vehicles having electric traction motors.

[0129] Moreover, thanks to the solution described in the present document, it is possible to improve the performances of the vehicle, for example based on a selected driving mode, for example:

[0130] - by increasing the recovery of the kinetic energy of the vehicle, if the driving mode is oriented towards a greater driving range of the vehicle; or

[0131] - by increasing a durability of a propulsion of the vehicle in correspondence of the use of more aggressive driving modes, for example during an on-track mission.

[0132] It is noted that embodiments of the present disclosure refer to vehicles having at least one electric traction motor and comprising at least one high-voltage battery and at least one electronic control unit configured to manage an electrical power in said at least one high-voltage battery. Therefore, said at least one electronic control unit is configured to perform the steps of the method according to the present disclosure.

[0133] Moreover, solutions according to the present disclosure refer to computer program products loadable in the memory of at least one electronic control unit comprised in a vehicle having at least one electric traction motor. Said vehicle comprises at least one high-voltage battery and said at least one electronic control unit that is configured to manage an electrical power in said at least one high-voltage battery. Therefore, said computer program product comprises portions of software code for executing the steps of the method according to the present disclosure.

[0134] Without prejudice 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.

[0135] The extent of protection is defined by the annexed claims.

Claims

CLAIMS1. Method ( 10) for managing an electrical power in at least one high-voltage battery comprised in a vehicle having at least one electric traction motor, said method ( 10) comprising:defining (30; 300a) a maximum discharge power limit (PBat_Dischrg_Lim) based on a driving mode (DrvMod), a thermal power ( PBat_Clg_Max) available for cooling the at least one high-voltage battery, and a maximum temperature ( TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery; and limiting ( 100a) the electrical power supplied by said at least one high-voltage battery during a motion of the vehicle via said maximum discharge power limit ( PBat_Dischrg_Lim);and / ordefining (30; 300b) a maximum charge power limit ( PBat_chrg_Lim) based on said driving mode (DrvMod), said thermal power ( PBat_Clg_Max) available for cooling the at least one high-voltage battery, and said maximum temperature ( TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery; and limiting ( 100b) the electrical power absorbed by said at least one high-voltage battery during a motion of the vehicle via said maximum charge power limit ( PBat_Chrg_Lim).

2. The method ( 10) according to claim 1, wherein said operation of limiting ( 100a) the electrical power supplied by said at least one high-voltage battery during a motion of the vehicle via said maximum discharge power limit ( PBat_Dischrg_Lim) is performed during a propulsion of the vehicle.

3. The method ( 10) according to claim 1 or claim 2, wherein said operation of limiting ( 100b) the electrical power absorbed by said at least one high-voltage battery during a motion of the vehicle via said maximum charge power limit ( PBat_chrg_Lim) is performed during a deceleration of the vehicle, preferably during a regeneration of the at least one high-voltage battery comprised in the vehicle.

4. The method ( 10) according to any one of the previous claims, wherein, in response to the operations of limiting ( 100a; 100b) the electrical power, said maximum temperature ( TBat_ceii_Max) selected from temperatures of cells of the at least one high-voltage battery is lower than a maximum temperature limit, preferably a maximum temperature limit below which the at least one high-voltage battery operates in safe conditions.

5. The method ( 10) according to any one of the previous claims, wherein said operation of defining (30; 300a) the maximum discharge power limit ( PBat_Dischrg_Lim) based on the driving mode (DrvMod), the thermal power ( PBat_Clg_Max) available for cooling the at least one high-voltage battery, and the maximum temperature ( TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery comprises:decreasing said maximum discharge power limit ( PBat_Dischrg_Lim) in response to an increase of the maximum temperature ( TBat_ceii_Max) selected from temperatures of cells of the at least one high-voltage battery; and increasing said maximum discharge power limit ( PBat_Dischrg_Lim) in response to an increase of the thermal power ( PBat_Clg_Max) available for cooling the at least one high-voltage battery;preferably wherein said maximum discharge power limit (PBat_Dischrg_Lim) for a current driving mode (DrvMod) is extrapolated from a map (300a2) based on said maximum temperature (TBat_ceii_Max) and said thermal power (Psat_cig_Max), said map (300a2) being configured to express maximum discharge power limits (PBat_Dischrg_Lim_i) that decrease with the increasing of said maximum temperature ( TBat_Cell_Max) and increase with the increasing of said thermal power ( PBat_Clg_Max).

6. The method ( 10) according to any one of the previous claims, wherein said operation of defining (30; 300a) the maximum discharge power limit ( PBat_Dischrg_Lim) based on the driving mode (DrvMod), the thermal power ( PBat_Clg_Max) available for cooling the at least one high-voltage battery, and the maximum temperature ( TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery comprises increasing said maximum discharge power limit ( PBat_Dischrg_Lim) in response to an increase of an aggressiveness of the driving mode (DrvMod);preferably wherein said maximum discharge power limit (PBat_Dischrg_Lim) for the driving mode (DrvMod) having a given aggressiveness is selected (300ai) from a plurality of maximum discharge power limits (PBat_Dischrg_Lim_i) related to respective driving modes (DrvMod) having respective aggressiveness.

7. The method ( 10) according to any one of the previous claims, wherein said operation of defining (30; 300b) the maximum charge power limit ( PBat_chrg_Lim) based on the driving mode (DrvMod), the thermal power ( PBat_Clg_Max) available for cooling the at least one high-voltage battery, and the maximum temperature ( TBat_Cell_Max)selected from temperatures of cells of the at least one high-voltage battery comprises:decreasing an absolute value of said maximum charge power limit ( PBat_Chrg_Lim) in response to an increase of the maximum temperature ( TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery; andincreasing the absolute value of said maximum charge power limit ( PBat_Chrg_Lim) in response to an increase of the thermal power (PBat_Clg_Max) available for cooling the at least one high-voltage battery;preferably wherein said maximum charge power limit ( PBat_chrg_Lim) for a current driving mode (DrvMod) is extrapolated from a map (300b2) based on said maximum temperature (TBat_ceii_Max) and said thermal power (Psat_cig_Max), said map (300b2) being configured to express maximum charge power limits ( PBat_Chrg_Lim_i) having absolute values that decrease with the increasing of said maximum temperature ( TBat_Cell_Max) and increase with the increasing of said thermal power ( PBat_Clg_Max).

8. The method ( 10) according to any one of the previous claims, wherein said operation of defining (30; 300b) the maximum charge power limit ( PBat_chrg_Lim) based on the driving mode (DrvMod), the thermal power ( PBat_Clg_Max) available for cooling the at least one high-voltage battery, and the maximum temperature ( TBat_Cell_Max) selected from temperatures of cells of the at least one high-voltage battery comprises decreasing an absolute value of said maximum charge power limit ( PBat_chrg_Lim) in response to an increase of an aggressiveness of the driving mode (DrvMod);preferably wherein said maximum charge power limit ( PBat_chrg_Lim) for the driving mode (DrvMod) having a given aggressiveness is selected (300b1) from a plurality ofmaximum charging power limits ( PBat_chrg_Lim_i ) related to respective driving modes (DrvMod) having respective aggressiveness.

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 manage an electrical power in said at least one high-voltage 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 high-voltage battery and said at least one electronic control unit being configured to manage an electrical power in said at least one high-voltage battery;said computer product comprising portions of software code for executing the steps of the method according to any one of claims 1 to 8.

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