Battery heating device for vehicles

Abstract

In a vehicle, a battery mounted thereon is appropriately heated and a reduction in the amount of charge of the battery caused by heating by a heater is suppressed. A battery heating device (10) of a vehicle (1) comprises: a battery (22) that can be mounted on the vehicle (1); a heater (15) that heats the battery (22); a sensor (11) that acquires the temperature of the battery (22); and a control unit (13) that uses the heater (15) to heat the battery (22). The control unit (13) acquires the amount of charge of the battery (22) and sets a target temperature for heating the battery (22) in a non-charging state according to the acquired amount of charge. The heater (15) heats the battery (22) to the set target temperature.

Description

Technical Field

[0001] The invention relates to a battery heating device for a vehicle. Background Art

[0002] Batteries are used in vehicles. In particular, large-capacity batteries are installed in cars that run on electricity.

[0003] When a battery is mounted on a vehicle used outdoors as described above, the temperature of the battery decreases during parking.

[0004] The battery exhibits a tendency that the output decreases if its temperature decreases.

[0005] Therefore, in a vehicle used outdoors, a heater is used to heat the battery so as not to overcool the battery (Patent Document 1).

[0006] Patent Document 1: Japanese Patent Application Publication No. 2016-92953

[0007] However, if the battery is heated by a heater in such a vehicle used outdoors, a relatively large amount of electric power is consumed for heating.

[0008] Therefore, when the vehicle is to be driven after starting heating, there is a possibility that the amount of charge remaining in the battery is insufficient.

[0009] For example, when the vehicle is parked and the battery is heated by a heater without being charged by an external power source, the vehicle may not be able to move to the destination due to insufficient remaining power in the battery even if the vehicle is to move to the destination later.

[0010] In particular, unlike trains, the timing when a user such as a driver gets on a vehicle such as a car is not basically fixed. The vehicle is used at a timing that suits the actual situation of the user.

[0011] Therefore, in a vehicle such as an automobile, the battery may be kept heated while the vehicle is parked outdoors for the user who does not know when the vehicle will board.

[0012] Therefore, in a case where the vehicle is parked for a long time, there is a possibility that there is no power left in the battery and the vehicle cannot travel.

[0013] As described above, for vehicles such as automobiles used outdoors, it is required to be able to appropriately heat the mounted battery and to be able to suppress a reduction in the battery charge amount due to heating by a heater. Summary of the invention

[0014] The battery heating device of a vehicle involved in the present invention is a battery heating device provided in a vehicle that runs using the electric power of the battery, and comprises: a battery that can be mounted on the vehicle for running of the vehicle; a heater that heats the battery; a sensor that obtains the temperature of the battery; a control unit that uses the heater to heat the battery; and a memory that records a plurality of heating target temperatures for each charge amount of the battery, wherein the control unit obtains the charge amount of the battery, obtains the target temperature corresponding to the obtained charge amount from the memory, sets the target temperature as the target temperature for heating the battery that is parked and not charging, and the heater heats the battery to the set target temperature.

[0015] Preferably, when the acquired charge amount is lower than a charge amount threshold, the control unit may set a target temperature lower than a target temperature when the charge amount is higher than the charge amount threshold, or not heat the battery using the heater.

[0016] Preferably, when the acquired charge amount is higher than a threshold value of the charge amount, the control unit may set a target temperature higher than a target temperature when the charge amount is lower than the threshold value of the charge amount.

[0017] Preferably, the control unit can obtain at least one parameter of the battery's degradation state, the vehicle's driving history, the current usage environment, and the road condition, and set a target temperature for heating the battery when the vehicle is parked and not charging based on the acquired charge amount and the parameters.

[0018] Preferably, a degradation detection sensor for determining a degradation state of the battery may be provided, and the control unit may acquire the degradation state of the battery and, when the battery is degraded, set a target temperature higher than when the battery is not degraded.

[0019] Preferably, the control unit obtains a driving history of the vehicle, and, when the vehicle in the driving history is traveling at a higher output exceeding a normal output range of the vehicle, sets a target temperature higher than a target temperature when the vehicle is traveling at a lower output converging within the normal output range of the vehicle.

[0020] Preferably, there may be an occupant identification device for identifying an occupant riding in the vehicle, and the control unit obtains a driving history of the vehicle based on the identified occupant, and when the vehicle in the driving history of the identified occupant is running with a higher output exceeding the normal output range of the vehicle, a target temperature is set that is higher than the target temperature when the vehicle is running with a lower output that converges to the normal output range of the vehicle.

[0021] Preferably, the control unit can obtain a history related to the output and input of the battery that changes according to the temperature of the battery as a driving history of the vehicle, and set a higher temperature of a target temperature obtained based on the output history of the battery and a target temperature obtained based on the input history of the battery as the target temperature.

[0022] Preferably, the control unit may acquire a current position as a usage environment of the vehicle, and when the current position is a location in a charging history, set a target temperature higher than a target temperature acquired regardless of the presence or absence of a charging history at the current position.

[0023] Preferably, the control unit may acquire information about a road surface on which the vehicle is traveling, and, when the road surface on which the vehicle is traveling is slippery, set a target temperature lower than a target temperature acquired regardless of the condition of the road surface.

[0024] Preferably, a user interface operated by a user to determine whether heating is required may be provided, and the control unit controls the start and stop of heating of the battery by the heater according to the user operation on the user interface.

[0025] Effects of the Invention

[0026] In the present invention, the control unit obtains the charge amount of the battery, and sets a target temperature for heating the battery when the vehicle is parked and not charging according to the obtained charge amount. For example, when the obtained charge amount is low, a target temperature lower than the target temperature when the charge amount is high is set. And the heater heats the battery to the set target temperature. Alternatively, the control unit does not use the heater to heat the battery. Therefore, the temperature difference for heating the battery can be reduced, and the power consumed by one heating can be reduced.

[0027] As a result, in the present invention, a battery mounted on a vehicle such as an automobile can be appropriately heated, and a reduction in the amount of charge of the battery due to heating by the heater can be suppressed. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1It is a schematic explanatory diagram of an automobile as a vehicle to which the battery heating device according to the embodiment of the present invention is applied.

[0029] Figure 2 It is installed on Figure 1 Structural diagram of a battery heating device for a car.

[0030] Figure 3 In the first embodiment, it is recorded in Figure 2 The target temperature in the memory is the temperature selection data.

[0031] Figure 4 In the first embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0032] Figure 5 In the second embodiment, it is recorded in Figure 2 The target temperature in the memory is the temperature selection data.

[0033] Figure 6 In the second embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0034] Figure 7 is recorded in the third embodiment Figure 2 A plurality of temperature selection data of a target temperature in the memory.

[0035] Figure 8 It means that in the third embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0036] Fig. 9 The fourth embodiment or the fifth embodiment is recorded in Figure 2 The target temperature in the memory is the temperature selection data.

[0037] Fig.10 This means that in the fourth embodiment or the fifth embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0038] Fig.11 It means that in the sixth embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0039] Fig.12 It means that in the seventh embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0040] Fig.13 This means that in the eighth embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0041] Fig.14 It means that in the ninth embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0042] Fig.15 It means that in the ninth embodiment, Figure 2 Flowchart of the process of heating control of the battery executed by the ECU.

[0043] Description of the label

[0044] 1…car (vehicle), 2…body, 3…wheel, 4…cabin, 5…seat, 6…battery module, 10…battery heating device, 11…temperature sensor, 12…battery controller, 13…ECU, 14…heater controller, 15…heater, 16…receiver, 17…occupant monitoring device, 18…memory, 19…display unit, 20…operating unit, 21…user interface, 22…battery, 41, 51, 61, 62, 71, 72…temperature selection data. DETAILED DESCRIPTION

[0045] Hereinafter, embodiments of the present invention will be described based on the drawings.

[0046] [First embodiment]

[0047] Figure 1 It is a schematic explanatory diagram of a car 1 as a vehicle to which a battery heating device 10 according to an embodiment of the present invention is applied.

[0048] The car 1 is a car that is driven by a battery and is ridden by a user. The car 1 is an example of a vehicle. Other vehicles include, for example, large vehicles, two-wheeled vehicles, personal mobility, bicycles, railway vehicles, airplanes, ships, and the like. The vehicle may move to a destination according to the operation of a user who is a driver, or may move to a destination by automatic driving.

[0049] Figure 1 The automobile 1 includes a vehicle body 2, wheels 3 provided at the front and rear of the vehicle body 2, and seats 5 provided in a vehicle compartment 4 of the vehicle body 2. A user such as a driver sits on the seats 5.

[0050] In addition, in the automobile 1, a battery module 6 is mounted on the lower part of the vehicle body 2. Figure 1In the embodiment, the battery module 6 is mounted under the floor below the seat 5 in the vehicle interior 4 and in the rear portion of the vehicle interior 4. The battery module 6 can be mounted on the vehicle body 2 in a detachable manner.

[0051] However, the automobile 1 is basically driven outdoors. In addition, the automobile 1 is parked outdoors.

[0052] When a large-capacity lithium-ion battery or the like is mounted in the automobile 1 used outdoors in this manner using the battery module 6 , the temperature of the battery may decrease during parking.

[0053] If the temperature of a lithium-ion battery decreases, the output tends to decrease.

[0054] Therefore, in the automobile 1 used outdoors, it is preferable to heat the battery with a heater so as not to put the battery in an excessively cooled state.

[0055] However, if the battery is heated by a heater in the car 1 used outdoors, a relatively large amount of electric power is consumed for heating.

[0056] As a result, when the vehicle is to be driven after the heating is started, there is a possibility that the amount of charge remaining in the battery is insufficient.

[0057] For example, when the battery is heated by a heater while the vehicle 1 is parked and not charged by an external power source, the vehicle 1 may not be able to move to the destination due to insufficient remaining charge in the battery even if the vehicle 1 is to move to the destination.

[0058] In particular, unlike a train, the car 1 needs to travel at a timing when a user such as a driver gets on the car 1. The time period and travel distance of the car 1 are not constant. The car 1 is used according to the actual situation of the user.

[0059] Therefore, in the automobile 1 , there is a possibility that the battery will continue to be heated while the automobile 1 is parked outdoors for the user who does not know when the automobile will board.

[0060] Therefore, for example, when the vehicle is parked without being charged for a long period of time, there is no power remaining in the battery, and the vehicle 1 may not be able to travel.

[0061] As described above, for the automobile 1 used outdoors, it is required to appropriately heat the mounted battery and suppress a reduction in the battery charge amount due to heating by the heater.

[0062] Figure 2 It is installed on Figure 1 1 is a structural diagram of a battery heating device 10 of a vehicle 1 .

[0063] Figure 2The battery heating device 10 includes a temperature sensor 11, a battery controller 12, an ECU (Electronic Control Unit) 13, a heater controller 14, a heater 15, a receiver 16, a occupant monitoring system (DMS) 17, a memory 18, a display unit 19, and an operation unit 20. The display unit 19 and the operation unit 20 function as a user interface 21 of the vehicle interior 4.

[0064] exist Figure 2 In the embodiment, the temperature sensor 11, the battery controller 12, the heater controller 14, and the heater 15 are arranged together with the battery 22 in the battery module 6. Other devices related to the battery heating device 10, namely, the ECU 13, the receiver 16, the occupant monitoring device 17, the memory 18, the display unit 19, and the operation unit 20 are arranged in the vehicle body 2.

[0065] The temperature sensor 11 detects the temperature of the battery 22. When the temperature of the battery 22 is detected, the temperature sensor 11 may be provided in the battery module 6 that accommodates the battery 22. In addition, the battery heating device 10 may further include a temperature sensor that detects a temperature other than the battery 22, such as the outside air temperature.

[0066] The battery controller 12 acquires, for example, the output power of the battery 22, the input power regenerated in the battery 22, and other states of the battery 22 in real time. The battery controller 12 may be connected to the temperature sensor 11 to acquire the temperature of the battery 22.

[0067] Furthermore, the battery controller 12 monitors the state of the battery 22 based on the acquired detection information.

[0068] For example, the battery controller 12 calculates SOC (State Of Charge) indicating the charge amount of the battery 22. The battery controller 12 functions as a charge amount acquisition sensor that calculates the charge amount of the battery 22.

[0069] The battery controller 12 monitors the change in output power over time and determines the SOH (State Of Health) indicating the deterioration state of the output capacity of the battery 22 .

[0070] The battery controller 12 monitors the change of input power over time and determines the SOH indicating the degradation state of the input capacity of the battery 22. In this case, the battery controller 12 functions as a degradation detection sensor that determines the degradation state related to the output capacity and input capacity of the battery 22.

[0071] The heater 15 heats the battery 22. The heater 15 for heating the battery 22 may be provided in the battery module 6 that houses the battery 22.

[0072] The heater controller 14 controls heating of the battery 22 by the heater 15 .

[0073] The heater controller 14 starts heating by the heater 15 under the control of the ECU 13 .

[0074] The heater controller 14 terminates the heating by the heater 15 under the control of the ECU 13. The battery 22 is heated from the start of the heating by the heater 15 until the end of the heating.

[0075] The receiver 16 receives, for example, GPS satellite radio waves and performs data communication with a base station.

[0076] The receiver 16 that receives the GPS satellite radio wave generates information on the current position of the car 1 based on the GPS satellite radio wave. In this case, the receiver 16 functions as a current position detection unit that detects the current position of the car 1.

[0077] The receiver 16 that performs data communication with the base station transmits vehicle information such as the current position of the vehicle 1 to the base station, and receives traffic information related to the movement of other moving bodies from the base station.

[0078] For example, the receiver 16 receives road surface information of a predetermined path along which the car 1 travels from a base station.

[0079] The occupant monitoring device 17 recognizes and monitors a user riding in the automobile 1 .

[0080] The display unit 19 is provided in the vehicle interior 4 and displays various information for the user. The display unit 19 displays, for example, a confirmation screen regarding whether heating is necessary.

[0081] The operation unit 20 is provided together with the display unit 19 in the vehicle interior 4 and is operated by the user. The operation unit 20 acquires user operations regarding, for example, whether heating is required.

[0082] The memory 18 records programs and data used in the ECU 13 .

[0083] The memory 18 accumulates and records, for example, the driving history of each user of the automobile 1. The driving history of each user includes, for example, the output power history and the input power history of the battery 22 during driving.

[0084] In addition, the memory 18 can record charging history such as position information of places where charging was performed in the past.

[0085] The ECU 13 is a computer device mounted on the automobile 1. The ECU 13 reads and executes a program recorded in the memory 18. Thus, a control unit that performs overall control of the automobile 1, such as its travel, is realized.

[0086] The ECU 13 as a control unit controls heating of the battery 22 by the heater 15 , for example.

[0087] Figure 3 In the first embodiment, it is recorded in Figure 2 The temperature selection data 41 of the target temperature in the memory 18 is shown.

[0088] Figure 3 The temperature selection data 41 is data in a table format having a plurality of records for each variable target temperature.

[0089] Each record has values ​​related to each item of the SOC range, the heating start temperature, and the variable target temperature which is the heating target temperature.

[0090] Figure 3 The temperature selection data 41 is an example of two records, but may have three or more records.

[0091] For example, Figure 3 The first row in records the values ​​of SOC less than A%, not heated, and not heated in order. Here, A% as the threshold value of the charge amount may be set to a value that allows travel at the minimum output for a normal travel distance, for example.

[0092] In addition, Figure 3 Unlike the first row record in , when setting the variable target temperature as the heating target temperature recorded in the first row, the variable target temperature can be set to a temperature such that, for example, in the area where the automobile 1 is used, the output capacity and input capacity of the battery 22 can be obtained by using the mounted battery 22 so that the automobile 1 can achieve minimum driving or further driving. For the minimum driving, for example, it is sufficient to assume that the automobile 1 can travel in a short distance in the city at the SOC.

[0093] In addition, Figure 3 Unlike the first row of records in , when setting the start temperature of heating, the start temperature can be set to the following minimum temperature, that is, for example, in the utilization area of ​​the automobile 1, the minimum output capacity and input capacity of the mounted battery 22 can be obtained.

[0094] Figure 3 The second row in records the values ​​having SOC greater than or equal to A%, Ta degrees as the start temperature of heating, and Tb (>Ta) degrees as the change target temperature of heating in this order.

[0095] The target temperature change of the heating target temperature recorded in the second row may be set to a temperature such that, for example, in the area where the automobile 1 is used, the output capacity and input capacity of the battery 22 mounted thereon can be obtained so that the automobile 1 can achieve normal driving or further driving. Normal driving may be, for example, driving to the outskirts of the city.

[0096] The heating start temperature may be set to a minimum temperature at which the standard output capacity and input capacity of the mounted battery 22 can be obtained, for example, in the area where the automobile 1 is used.

[0097] When the SOC is equal to or greater than A%, and when the temperature of the battery 22 is equal to or less than Ta degrees, the ECU 13 executes heating control on the battery 22 according to the temperature selection data 41 to heat the battery 22 to Tb degrees.

[0098] In addition, when the SOC is less than A% that enables the travel of a normal distance, the ECU 13 does not perform heating control on the battery 22 regardless of the temperature of the battery 22 .

[0099] Figure 4 In the first embodiment, Figure 2 Flowchart of the process of heating control of the battery 22 executed by the ECU 13 in FIG.

[0100] ECU13 repeatedly executes Figure 4 The ECU 13 may, for example, repeatedly execute the heating control of the battery 22 in a cycle corresponding to the outside temperature regardless of whether the vehicle 1 is in use. Figure 4 The heating control of the battery 22. In addition, the battery controller 12 can replace the ECU 13 and repeatedly execute Figure 4 Heating control of the battery 22.

[0101] exist Figure 4 In step ST1, the ECU 13 obtains the current temperature of the battery 22. The ECU 13 obtains the temperature of the battery 22 from the temperature sensor 11, for example.

[0102] In step ST2 , the ECU 13 determines whether the automobile 1 is in the process of stopping.

[0103] ECU13 determines whether the automobile 1 is in the process of parking, for example, based on the presence or absence of passengers obtained from the vehicle speed sensor (not shown) and the passenger monitoring device 17. For example, when the speed of the vehicle speed sensor is 0, ECU13 determines that the automobile 1 is in the process of parking, and when the speed is other than this, it is not in the process of parking. For example, when there is no user in the automobile, ECU13 determines that the automobile is in the process of parking, and even when there is only one person in the automobile, it is not in the process of parking. Then, when the automobile 1 is in the process of parking, ECU13 causes the processing to enter step ST3. When the automobile 1 is not in the process of parking, ECU13 ends Figure 4 processing.

[0104] In step ST3, the ECU 13 determines whether the charging state of the battery 22 is in the non-charging process. The ECU 13 determines whether the battery 22 is in the charging process based on, for example, the detection result of whether the plug related to the charging socket of the vehicle 1 (not shown) is connected. For example, the ECU 13 determines that the battery 22 is in the non-charging process when the plug is not connected to the charging socket, and determines that the battery 22 is not in the non-charging process when the plug is connected to the charging socket. If the battery 22 is in the non-charging process, the ECU 13 advances the processing to step ST4. If the battery 22 is not in the non-charging process, that is, if the battery 22 is in the charging process, the ECU 13 advances the processing to step ST9.

[0105] In step ST9, ECU13 determines whether the current temperature of the battery 22 is less than or equal to the normal starting temperature for heating. The normal starting temperature for heating may be, for example, a temperature that is fixedly set corresponding to the battery 22 according to the area of ​​use of the automobile 1. The normal starting temperature may be set to a temperature that can obtain the output capacity and input capacity of the battery 22 that enable the automobile 1 to achieve standard driving. Furthermore, when the battery 22 is cooled to a state where the current temperature is less than or equal to the normal starting temperature, ECU13 causes the processing to enter step ST10. When the battery 22 is not cooled to a state where the current temperature is less than or equal to the normal starting temperature, ECU13 ends Figure 4 processing.

[0106] In step ST10, the ECU 13 sets a normal target temperature as a target temperature for heating control of the battery 22. The normal target temperature may be set to a predetermined temperature that can obtain an output capacity and an input capacity of the battery 22 that enable the vehicle 1 to achieve standard driving, or a temperature greater than or equal to the temperature.

[0107] In step ST11 , the ECU 13 heats the battery 22 . The ECU 13 instructs the heater controller 14 to heat the battery 22 . The heater controller 14 heats the battery 22 using the heater 15 .

[0108] In addition, the ECU 13 periodically obtains the temperature of the battery 22 being heated, and determines whether the temperature of the battery 22 being heated has reached the normal target temperature. When the temperature of the battery 22 being heated has reached the normal target temperature, the ECU 13 instructs the heater controller 14 to stop heating the battery 22. Then, the ECU 13 ends Figure 4 processing.

[0109] Thus, the ECU 13 can heat the battery 22 of the car 1 that is parked and in the process of charging to a normal target temperature. When in the process of charging, the ECU 13 heats the battery 22 in a manner that enables standard driving regardless of the SOC that is the residual power of the battery 22.

[0110] In step ST4 , the ECU 13 acquires the SOC indicating the current charge amount of the battery 22 which is not being charged. The ECU 13 acquires the SOC from the battery controller 12 .

[0111] In step ST5, the ECU 13 obtains the target temperature and the like corresponding to the obtained SOC. Figure 3 The temperature selection data 41 is used to acquire the value of the heating start temperature corresponding to the current SOC and the variable target temperature as the heating target temperature.

[0112] In step ST6, the ECU 13 determines whether the current temperature of the battery 22 is less than or equal to the heating start temperature corresponding to the SOC acquired together with the variable target temperature. If the battery 22 is cooled to a state where the current temperature is less than or equal to the heating start temperature, the ECU 13 proceeds to step ST7. If the battery 22 is not cooled to a state where the current temperature is less than or equal to the heating start temperature, the ECU 13 ends the process. Figure 4 processing.

[0113] In step ST7 , the ECU 13 sets the acquired variable target temperature as the target temperature for heating control of the battery 22 .

[0114] In step ST8 , the ECU 13 heats the battery 22 . The ECU 13 instructs the heater controller 14 to heat the battery 22 . The heater controller 14 heats the battery 22 using the heater 15 .

[0115] In addition, the ECU 13 periodically obtains the temperature of the battery 22 being heated, and determines whether the temperature of the battery 22 being heated has reached the target temperature. If the temperature of the battery 22 being heated has reached the target temperature, the ECU 13 instructs the heater controller 14 to stop heating the battery 22. Then, the ECU 13 ends Figure 4 processing.

[0116] Thus, the ECU 13 can set a target temperature for heating the battery 22 when the vehicle is stopped and not being charged, based on the acquired charge amount of the battery 22 .

[0117] For example, when the SOC indicating the charge amount of the battery 22 is less than A% that enables normal distance travel, the ECU 13 may not heat the battery 22 of the car 1 that is parked and not being charged.

[0118] On the other hand, when the SOC indicating the charge amount of the battery 22 is equal to or greater than A% enabling normal distance travel, the ECU 13 heats the battery 22 of the stopped and non-charging vehicle 1 to the variable target temperature.

[0119] As described above, in the present embodiment, the ECU 13 obtains the current charge amount of the battery 22 provided in the automobile 1 for the travel of the automobile 1, and sets a variable target temperature for heating the battery 22 when the automobile 1 is parked and not being charged, according to the obtained charge amount. For example, when the obtained charge amount is lower than A% of the first charge amount that enables travel of a normal distance, the ECU 13 does not heat the battery 22 using the heater 15. Therefore, in the present embodiment, when the current charge amount of the battery 22 is low, the power consumed by the battery 22 can be reduced.

[0120] As a result, in the present embodiment, in a vehicle such as the automobile 1 , the mounted battery 22 can be heated appropriately, and when the current charge level of the battery 22 is low, a decrease in the charge level due to heating by the heater 15 can be suppressed.

[0121] In the present embodiment, for example, it is possible to appropriately suppress the inability to move to the destination due to insufficient remaining power of the battery 22 , the inability to travel due to long-term heating when the charge level of the battery 22 is low, and the like.

[0122] Furthermore, when the acquired charge level is lower than A% that enables the vehicle to travel a normal distance, the ECU 13 may set the target temperature of the heating control of the battery 22 to a variable target temperature lower than the variable target temperature when the SOC is greater than or equal to A%, instead of not heating the battery 22. In this case, in the present embodiment, the power consumed by the battery 22 in the state of low charge level can be reduced. It is possible to appropriately suppress the vehicle from being unable to travel, etc.

[0123] [Second embodiment]

[0124] Next, a battery heating device 10 for an automobile 1 according to a second embodiment of the present invention will be described. In this embodiment, the variable target temperature is acquired from the memory 18 and used even during charging.

[0125] In this embodiment, the same reference numerals are used for the same structures as those in the above embodiment, and illustration and description thereof are omitted. In the following description, the differences from the above embodiment are mainly described.

[0126] Figure 5 In the second embodiment, it is recorded in Figure 2 The temperature selection data 51 of the target temperature in the memory 18 is shown.

[0127] Figure 5 The temperature selection data 51 is data in a table format having a plurality of records for each variable target temperature.

[0128] exist Figure 5 In the figure, as the SOC range, the starting temperature for heating, and the variable target temperature for heating, the first row records the SOC threshold value A% for driving with an output less than the minimum that can achieve a normal distance, no heating, and no heating values ​​in order.

[0129] The second row records values ​​that are greater than or equal to the threshold value A% of the SOC and less than the threshold value B% of the SOC, Ta degree, and Tb degree in order.

[0130] The third row records values ​​that are greater than or equal to the SOC threshold B%, Tc (>Tb), and Td (>Tc) in order. Here, the SOC threshold B% is a value greater than the threshold A%, and for example, it can be set to a value that enables normal output driving for a longer distance than the case of A%.

[0131] The variable target temperature as the target temperature for heating in the third row record can be set to the following temperature, that is, for example, in the area where the automobile 1 is used, the output capacity and input capacity of the battery 22 can be obtained by using the mounted battery 22, which enables the automobile 1 to achieve a driving output higher than the normal output or a driving output greater than or equal to the output.

[0132] The heating start temperature may be set to a minimum temperature at which the mounted battery 22 can obtain output capacity and input capacity higher than those in the standard state, for example, in the area where the automobile 1 is used.

[0133] When the SOC is equal to or greater than B% enabling long-distance travel and the temperature of the battery 22 is equal to or less than Tc degrees, the ECU 13 performs heating control on the battery 22 according to the temperature selection data 51 to heat the battery 22 to Td degrees.

[0134] In this case, A% that enables traveling of a normal distance is the first charge amount, and B% is the second charge amount.

[0135] Figure 6 It means that in the second embodiment, similarly to the first embodiment, Figure 2 Flowchart of the flow of heating control of the battery 22 repeatedly executed by the ECU 13 in FIG.

[0136] When the vehicle is stopped and not being charged, the ECU 13 obtains the variable target temperature corresponding to the obtained SOC in step ST5. Figure 5 The temperature selection data 51 is used to acquire the value of the heating start temperature corresponding to the current SOC and the variable target temperature as the heating target temperature.

[0137] Then, the ECU 13 executes the processes of step ST6 to step ST8 based on the acquired start temperature and change target temperature.

[0138] Thus, when the SOC is equal to or greater than B%, the ECU 13 heats the battery 22 so as to obtain an output capacity and an input capacity higher than those in the standard state.

[0139] In addition, when the vehicle is parked and in the charging process but not in the non-charging process, the ECU 13 acquires the variable target temperature for heating to the maximum level in step ST22. Figure 5 The temperature selection data 51 is used to obtain the value of the start temperature of heating to the highest level and the variable target temperature as the target temperature of heating to the highest level in the temperature selection data 51 regardless of the current SOC. Figure 5 In the case of, the starting temperature of heating is "Tc" and the target temperature is "Td".

[0140] In step ST9 , the ECU 13 determines whether the current temperature of the battery 22 is lower than or equal to the acquired start temperature (Tc). If the battery 22 is cooled to a temperature lower than or equal to the start temperature, the ECU 13 advances the process to step ST23 .

[0141] If the battery 22 is not cooled to a temperature that is lower than or equal to the start temperature, the ECU 13 ends the operation. Figure 6 processing.

[0142] In step ST23 , the ECU 13 sets the acquired maximum level fluctuation target temperature (Td) as the target temperature of the heating control for the battery 22 .

[0143] In step ST11 , the ECU 13 heats the battery 22 . The ECU 13 instructs the heater controller 14 to heat the battery 22 . The heater controller 14 heats the battery 22 using the heater 15 .

[0144] In addition, the ECU 13 periodically obtains the temperature of the battery 22 and determines whether the temperature of the battery 22 being heated has reached the target temperature. If the temperature of the battery 22 being heated has reached the target temperature, the ECU 13 instructs the heater controller 14 to stop heating the battery 22. Then, the ECU 13 ends Figure 6 processing.

[0145] Thus, the ECU 13 can heat the battery 22 of the car 1 that is parked and in the process of charging to the maximum level of the variable target temperature. When in the process of charging, the ECU 13 heats the battery 22 in a manner that enables the maximum level of driving regardless of the SOC that is the residual power of the battery 22.

[0146] Thus, when the acquired SOC is higher than B% enabling long-distance travel, the ECU 13 acquires a variable target temperature higher than the target temperature when the SOC is lower than B%, and sets the target temperature of the heating control of the battery 22 to the acquired variable target temperature.

[0147] Furthermore, the ECU 13 can acquire and set a target temperature for heating the battery 22 while the vehicle is parked and being charged, based on the acquired charge amount.

[0148] As a result, when charging is actually performed, the SOC increases with time. Even if the SOC decreases due to heating, the SOC reaches 100% with time. Finally, the SOC reaches 100%, and the battery 22 is heated to a temperature at which the output capacity and input capacity higher than the standard can be obtained.

[0149] As described above, in this embodiment, when the acquired SOC is higher than B% which enables long-distance driving, a variable target temperature higher than the target temperature when the SOC is lower than B% is acquired, and the target temperature of the heating control of the battery 22 is set to the acquired variable target temperature.

[0150] Therefore, in the present embodiment, for example, when the battery 22 has sufficient residual power, the battery 22 can be set to a target temperature higher than normal, thereby improving the output characteristics of the battery 22 compared to normal times.

[0151] Thus, in the present embodiment, the performance of the automobile 1 traveling using the output power of the battery 22 can be improved.

[0152] [Third Embodiment]

[0153] Next, a battery heating device 10 for an automobile 1 according to a third embodiment of the present invention will be described. In this embodiment, a target temperature that varies according to the degradation of the battery 22 is used.

[0154] In this embodiment, the same reference numerals are used for the same structures as those in the above embodiment, and illustration and description thereof are omitted. In the following description, the differences from the above embodiment are mainly described.

[0155] Figure 7 is recorded in the third embodiment Figure 2 The memory 18 contains a plurality of temperature selection data 61, 62 of the target temperature.

[0156] exist Figure 7 The upper part, as Figure 7 (A) shows a time line indicating the accumulated running distance or usage period of the battery 22 . Figure 7 The SOH of the battery 22 in (B) deteriorates and decreases according to the accumulated travel distance or the usage period. Figure 7 (B) shows a first SOH period immediately after the start of use of the battery 22 and a second SOH period thereafter. Here, SOH indicates a deterioration state of the battery 22 .

[0157] exist Figure 7In the lower part of FIG. 1 , first temperature selection data 61 used during the first SOH and second temperature selection data 62 used during the second SOH are shown in matching with the curve of the output capacity of the battery 22 .

[0158] The first temperature selection data 61 is used when the accumulated running distance or usage period of the battery 22 is shorter than a threshold value, for example. That is, the first temperature selection data 61 is used when the SOH of the battery 22 is good.

[0159] The second temperature selection data 62 is used when the accumulated running distance or usage period of the battery 22 is longer than or equal to a threshold value. That is, the second temperature selection data 62 is used when the battery 22 deteriorates and the SOH is poor.

[0160] The first temperature selection data 61 , the second temperature selection data 62 , and a threshold value of a travel distance or a usage period for switching from the first temperature selection data 61 to the second temperature selection data 62 are recorded in the memory 18 .

[0161] In the graph of the output capacity of the battery 22, the vertical axis represents temperature. The temperature increases from the top to the bottom of the graph.

[0162] The horizontal axis of the graph is SOC, which is the amount of charge. SOC increases from the left side to the right side of the graph.

[0163] The lower the SOC, the lower the output capacity of the battery 22, and the lower the temperature, the lower the output capacity of the battery 22. Therefore, the output capacity of the battery 22 can be classified into a low output region, a normal output region, and a high output region by dividing the graph by dotted lines, for example.

[0164] Moreover, the first temperature selection data 61 on the left side of the figure basically has one variable target temperature for each SOC value. Multiple variable target temperatures for each SOC value are represented by solid lines in the figure. In the figure, the solid line connecting the multiple variable target temperatures constitutes a two-segment broken line with a predetermined lower SOC value as the boundary. In this case, the multiple variable target temperatures are composed of a constant lower variable target temperature in the range of SOC with a smaller charge amount, and a constant higher variable target temperature in the range of SOC with a larger charge amount. The first temperature selection data 61 actually only needs to have a range of lower SOC and a lower variable target temperature corresponding to the range, and a range of higher SOC and a higher variable target temperature corresponding to the range. The same is true for the second temperature selection data 62 on the right side of the figure. Here, in the curve diagram of the first temperature selection data 61, the SOC threshold value that becomes the boundary of the range of lower SOC and the range of higher SOC where the value of the variable target temperature changes can be the same as the above-mentioned threshold value A%.

[0165] The new battery 22 on the left side of the drawing has a higher overall output capacity than the conventional battery 22 on the right side of the drawing. That is, the longer the accumulated running distance or usage period of the battery 22 is, the more the overall output capacity of the battery 22 deteriorates and decreases.

[0166] Therefore, as shown by the solid line in the graph of the output capacity of the conventional battery 22 shown as the second temperature selection data 62 on the right side of the drawing, the target temperature change of the second temperature selection data 62 is higher than the target temperature change shown by the dotted line in the graph. The dotted line in the graph of the output capacity on the right side of the drawing represents the target temperature change recorded by the solid line in the graph of the first temperature selection data 61 on the left side of the drawing. For the battery 22 whose output capacity is reduced due to degradation, by increasing the target temperature change of the conventional battery 22 of degradation, it is possible to obtain an output capacity equivalent to that of the battery 22 that is not degraded. Here, in the graph of the second temperature selection data 62, the threshold value of the SOC that is the boundary between the range of the lower SOC and the range of the higher SOC in which the value of the target temperature change changes can be smaller than the threshold value in the graph of the first temperature selection data 61. As a result, for the battery 22 whose output capacity is reduced due to degradation, even in the case of an SOC near the threshold value, it is easy to obtain an output capacity equivalent to that of the battery 22 that is not degraded.

[0167] The ECU 13 compares the accumulated running distance or usage period of the battery 22 with a threshold value, and selects one of the first temperature selection data 61 and the second temperature selection data 62 .

[0168] When the temperature is less than the threshold, the ECU 13 selects the first temperature selection data 61 and selects the target temperature to be varied from the first temperature selection data 61 .

[0169] When the temperature is greater than or equal to the threshold, the ECU 13 selects the second temperature selection data 62 and selects the target temperature to be varied from the second temperature selection data 62 .

[0170] Thus, when the battery 22 is degraded, the ECU 13 acquires a higher variable target temperature than when the battery 22 is not degraded, and sets the target temperature of the heating control of the battery 22 to the acquired variable target temperature.

[0171] Figure 8 It means that in the third embodiment, similarly to the first embodiment, Figure 2 Flowchart of the flow of heating control of the battery 22 repeatedly executed by the ECU 13 in FIG.

[0172] In step ST31, the ECU 13 acquires the degradation state of the current output capacity of the battery 22. The ECU 13 acquires the SOH from the battery controller 12, for example.

[0173] For example, the ECU 13 may acquire an odometer value indicating the accumulated travel distance of the automobile 1 .

[0174] In step ST32, the ECU 13 determines the battery 22 according to the acquired degradation state and the Figure 7 Then, one data is selected from the plurality of temperature selection data 61 and 62 .

[0175] Then, the ECU 13 obtains the charging state of the battery 22 (for example, during charging or not during charging) in step ST33 , and obtains the SOC in step ST4 .

[0176] In step ST34, the ECU 13 uses the selected temperature selection data 61 and 62 to obtain the target temperature change corresponding to the obtained SOC. For example, if the battery 22 is not further deteriorated, the ECU 13 obtains the target temperature change corresponding to the obtained SOC based on Figure 7 The temperature selection data 61 on the left side of the graph is used to obtain the variable target temperature corresponding to the acquired SOC regardless of the charging state. In addition, for example, when the charging process is in progress, the ECU 13 may be different from the non-charging process. Figure 7 The highest variable target temperature in the high output region is obtained from the graph of the temperature selection data 61 on the left side of FIG.

[0177] Then, the ECU 13 sets the variable target temperature of heating as the target temperature of the battery 22 in step ST7, and performs heating control on the battery 22 in step ST8. Here, the starting temperature of heating compared with the current temperature of the battery 22 in step ST6 may be a fixed value that does not depend on the SOC or the variable target temperature, or may be a different value for each variable target temperature of heating selected according to the SOC as in the above embodiment. In addition, the starting temperature of heating may be set to a temperature that is lower than the variable target temperature of heating by a predetermined fixed allowable temperature difference.

[0178] Thus, the ECU 13 can obtain a target temperature for heating the battery 22 when the vehicle is parked and not charging, based on the obtained charge amount and the degree of degradation of the battery 22, and set the target temperature of the heating control of the battery 22 to the obtained variable target temperature.

[0179] When the battery 22 is degraded, the ECU 13 may acquire and set a higher target temperature than when the battery 22 is not degraded.

[0180] As described above, in the present embodiment, the battery controller 12 as a degradation detection sensor determines the degradation state (SOH) of the output capacity of the battery 22. Furthermore, the ECU 13 obtains the degradation state (SOH) of the current output capacity of the battery 22, and when the battery 22 is degraded, obtains and sets a higher variable target temperature than when the battery 22 is not degraded.

[0181] Therefore, in the present embodiment, when the battery 22 is degraded, it is heated to a higher temperature than when the battery 22 is not degraded, thereby being able to suppress and improve a decrease in the output capacity of the degraded battery 22 .

[0182] As a result, in the present embodiment, the output capacity of the battery 22 is not easily affected by the deterioration of the battery 22. Even when the battery 22 is deteriorated, the automobile 1 can travel with the same output capacity as when the battery 22 is not deteriorated.

[0183] [Fourth Embodiment]

[0184] Next, a battery heating device 10 for an automobile 1 according to a fourth embodiment of the present invention will be described. In this embodiment, a target temperature that varies according to the driving history of the automobile 1 is used.

[0185] In this embodiment, the same reference numerals are used for the same structures as those in the above embodiment, and illustration and description thereof are omitted. In the following description, the differences from the above embodiment are mainly described.

[0186] Fig. 9In the fourth embodiment, it is recorded in Figure 2 The temperature selection data 71, 72 of the target temperature in the memory 18 are shown.

[0187] Fig. 9 (A) is the temperature selection data 71 of the target temperature in the fourth embodiment.

[0188] The temperature selection data 71 is shown in conjunction with a graph of the output capacity of the battery 22 .

[0189] The temperature selection data 71 basically has two sets of variable target temperatures, a variable target temperature for high output and a variable target temperature for normal output, for each SOC value. The multiple variable target temperatures for high output for each SOC value are indicated by solid lines in the figure. The multiple variable target temperatures for normal output for each SOC value are indicated by dotted lines in the figure. The lines connecting the multiple variable target temperatures are two-segment broken lines with the predetermined lower SOC value as the boundary. Here, in the respective curve graphs of the solid line or the dotted line, the SOC threshold value that is the boundary between the lower SOC range and the higher SOC range where the value of the variable target temperature changes can be smaller than the threshold value in the curve graph of the first temperature selection data 61. As a result, it is easy to obtain an output capacity equivalent to that of the battery 22 that has not deteriorated for the battery 22 whose output capacity is reduced due to degradation. Here, in the dotted line curve graph of the temperature selection data 71, the SOC threshold value that is the boundary between the lower SOC range and the higher SOC range where the value of the variable target temperature changes can be the same as the above-mentioned threshold value A%, for example. In this case, in the solid line graph of the temperature selection data 71, the SOC threshold value that is the boundary between the lower SOC range and the higher SOC range where the target temperature value changes can be smaller than the threshold value shown by the dotted line. This makes it easier to obtain a higher output.

[0190] The variable target temperature of the temperature selection data 71 for high output shown by the solid line in the figure is higher than the variable target temperature of the temperature selection data 71 for normal output shown by the dotted line. The temperature selection data 71 includes a plurality of sets of variable target temperatures corresponding to a plurality of output capabilities.

[0191] When the average output of the battery 22 during traveling is high, the ECU 13 selects a higher variable target temperature indicated by a solid line instead of the variable target temperature indicated by a dotted line.

[0192] Thus, when the automobile 1 is running at a relatively high output, the ECU 13 can acquire and set a higher variable target temperature than when the automobile 1 is running at a relatively low normal output.

[0193] Fig.10 This means that in the fourth embodiment, Figure 2 Flowchart of the process of heating control of the battery 22 executed by the ECU 13 in FIG.

[0194] In step ST41, the ECU 13 acquires the driving data of the automobile 1 as the driving history of the automobile 1. The driving data of the automobile 1 includes, for example, the driving distance of the automobile 1, the speed during driving, the rotation speed, etc., and the output current and output wattage of the battery 22 during driving. The above driving data is acquired by the ECU 13 during the driving of the automobile 1, accumulated and recorded in the memory 18. The ECU 13 acquires the above driving data related to driving from the memory 18.

[0195] In step ST42, the ECU 13 obtains the target output and the expected distance based on the acquired driving data of the automobile 1. The target output may be, for example, the average value of the output current of the battery 22 during driving included in the driving data. The expected distance may be, for example, the average value of the driving distance included in the driving data.

[0196] Then, the ECU 13 obtains the state of charge of the battery 22 in step ST43 , and obtains the SOC in step ST4 .

[0197] In step ST44, the ECU 13 determines whether the power for the expected distance can be ensured by the acquired SOC. Here, the power for the expected distance refers to the power required to achieve the expected distance, and can be calculated based on the expected distance and the average power consumption per unit distance, for example.

[0198] If the acquired SOC charge amount is insufficient for the power required for traveling at the expected distance and target output, the ECU 13 does not heat the battery 22 but terminates the operation. Fig.10 processing.

[0199] When the acquired charge amount of the SOC exceeds the electric power required for traveling at the expected distance and the target output, the ECU 13 advances the process to step ST45 .

[0200] In step ST45, the ECU 13 uses Fig. 9 The temperature selection data 71 of (A) is used to acquire a variable target temperature according to the acquired SOC and target output.

[0201] When the target output is within the normal output range, the ECU 13 obtains the SOC based on the obtained SOC. Fig. 9 The dotted line in (A) shows the normal target temperature.

[0202] When the target output is within the higher output range, the ECU 13 obtains the SOC according to the obtained SOC. Fig. 9The solid line in (A) shows a higher variable target temperature.

[0203] Here, the normal output range may be an output range pre-set for the vehicle regardless of the history, as the output range required for driving at an average assumed speed and acceleration and deceleration. In addition, the higher output range may be an output range pre-set for the vehicle regardless of the history, as the range in which an output higher than the normal output range can be achieved.

[0204] When the automobile 1 in the driving history is running at a relatively low output within the normal output range for the automobile 1, the ECU 13 changes the output range for the normal output range to the output range for the automobile 1. Fig. 9 A plurality of variable target temperatures indicated by dotted lines in (A) select and acquire a variable target temperature corresponding to the SOC.

[0205] When the automobile 1 in the driving history is running at a higher output than the normal output range for the automobile 1, the ECU 13 changes the output range for the higher output range. Fig. 9 A plurality of variable target temperatures indicated by solid lines in (A) select and acquire a variable target temperature corresponding to the SOC.

[0206] Then, the ECU 13 sets the target temperature for the battery 22 as the target temperature of the battery 22 in step ST7 , and executes heating control of the battery 22 in step ST8 .

[0207] Here, the ECU 13 can obtain and set the variable target temperature corresponding to the output range based on the history and the current SOC regardless of the charging state in step ST7. In addition, for example, when the battery 22 is in the charging process, unlike when the battery 22 is not in the charging process, the ECU 13 can obtain the highest variable target temperature that can be selected according to the output from the temperature selection data 71, and set the target temperature of the heating control of the battery 22 to the obtained variable target temperature. Fig. 9 As for the temperature selection data 71 of the target temperature in (A), for the same value of SOC, for example, the variable target temperature shown by the dotted line in the normal output region and the variable target temperature shown by the solid line in the high output region can be selected. In the case where the output of the normal output region is insufficient and the output of the high output region is required in order to obtain the target output based on the history, the ECU 13 obtains and sets the variable target temperature shown by the solid line. On the contrary, in the case where the target output based on the history can be obtained in the normal output region, the ECU 13 obtains and sets the variable target temperature shown by the dotted line.

[0208] In addition, the heating start temperature compared with the current temperature of the battery 22 in step ST6 may be a fixed value that does not depend on the SOC or the variable target temperature, or may be a value that corresponds to and is different from each variable target temperature for heating selected in accordance with the SOC as in the above-mentioned embodiment. In addition, the heating start temperature may be set to a value that is lower than the variable target temperature for heating by a fixed value corresponding to the allowable temperature difference therebetween.

[0209] Thus, the ECU 13 can obtain a variable target temperature for heating the battery 22 when the vehicle is parked and not charging, based on the acquired charge amount and the acquired driving data of the vehicle 1 , and set the target temperature of the heating control of the battery 22 to the acquired variable target temperature.

[0210] When the vehicle 1 has a history of running with an average higher output, the ECU 13 obtains a higher variable target temperature than when the vehicle 1 has a history of running with an average lower output, and sets the target temperature of the heating control of the battery 22 to the obtained variable target temperature.

[0211] As described above, in the present embodiment, the memory 18 accumulates the driving data related to the driving of the automobile 1 as the driving history of the automobile 1. Furthermore, the ECU 13 acquires the driving history of the automobile 1, acquires a higher variable target temperature when the automobile 1 is driving at a higher output than when the automobile 1 is driving at a lower output, and sets the target temperature of the heating control of the battery 22 to the acquired variable target temperature.

[0212] Therefore, in the present embodiment, for example, in an environment where the automobile 1 is traveling at a relatively high output, the battery 22 can be appropriately heated so that an output suitable for the traveling environment can be obtained.

[0213] [Fifth Embodiment]

[0214] Next, a battery heating device 10 for a vehicle 1 according to a fifth embodiment of the present invention will be described. In this embodiment, a variable target temperature is used to ensure not only the output capacity of the battery 22 but also the regeneration input capacity.

[0215] In this embodiment, the same reference numerals are used for the same structures as those in the above embodiment, and illustration and description thereof are omitted. In the following description, the differences from the above embodiment are mainly described.

[0216] Fig. 9 (B) is the temperature selection data 72 of the target temperature in the fifth embodiment.

[0217] The temperature selection data 72 is shown in conjunction with a graph of the input (regeneration) capacity of the battery 22 .

[0218] The vertical axis of the graph of the input capacity of the battery 22 represents temperature. The temperature increases from the top to the bottom.

[0219] The horizontal axis of the graph is SOC, which is the amount of charge. SOC increases from the left side toward the right side.

[0220] The larger the SOC, the smaller the input capacity of the battery 22, and the lower the temperature, the smaller the input capacity of the battery 22. Therefore, for example, the input capacity of the battery 22 can be classified into a low regeneration region, a normal regeneration region, and a high regeneration region by dividing the graph by dotted lines.

[0221] The temperature selection data 72 basically has two sets of variable target temperatures for each SOC value, namely, a variable target temperature for high regeneration and a variable target temperature for normal regeneration. The temperature selection data 72 includes multiple sets of variable target temperatures corresponding to multiple input capabilities. The multiple variable target temperatures for high regeneration for each SOC value are shown by solid lines in the figure. The multiple variable target temperatures for normal regeneration for each SOC value are shown by dotted lines in the figure. The lines connecting the multiple variable target temperatures are respectively formed into two broken lines with the specified lower SOC value as the boundary. Here, in the dotted line curve graph of the temperature selection data 72, the threshold value of SOC that becomes the boundary of the range of lower SOC and the range of higher SOC where the value of the variable target temperature changes can be, for example, a value slightly smaller than the above-mentioned threshold value A%. In addition, the threshold value of SOC that becomes the boundary of the range of lower SOC and the range of higher SOC where the value of the variable target temperature changes in the solid line curve graph of the temperature selection data 72 can be smaller than the threshold value shown by the dotted line. As a result, it is easy to obtain a higher regeneration input.

[0222] Furthermore, the target temperature change of the temperature selection data 72 for high regeneration indicated by the solid line in the figure is higher than the target temperature change of the temperature selection data 72 for normal regeneration indicated by the dotted line.

[0223] When the average regeneration input to the battery 22 during traveling is high, the ECU 13 selects a higher variable target temperature indicated by a solid line instead of the variable target temperature indicated by a dotted line.

[0224] Thus, when the automobile 1 is traveling in which a high regeneration input is generated, the ECU 13 can acquire and set a higher variable target temperature than when the automobile 1 is traveling in which a normal low regeneration input is generated.

[0225] Furthermore, the ECU 13 executes the heating control of the battery 22. Fig.10 processing.

[0226] In step ST41, the ECU 13 acquires the driving data of the automobile 1 as the driving history of the automobile 1. The driving data of the automobile 1 includes, for example, the driving distance of the automobile 1, the speed during driving, the rotation speed, etc., and the output current, output power, input current based on regeneration, and input wattage of the battery 22 during driving of the automobile 1. The driving data of the automobile 1 is acquired by the ECU 13 during driving of the automobile 1, accumulated, and recorded in the memory 18. The ECU 13 acquires the driving data related to the driving of the automobile 1 from the memory 18.

[0227] In step ST42, the ECU 13 acquires the target output, target input, and expected distance based on the acquired driving data of the automobile 1. The target input may be, for example, an average value of the input current of the battery 22 during driving, for example, due to regeneration, included in the driving data.

[0228] Then, the ECU 13 obtains the state of charge of the battery 22 in step ST43 , and obtains the SOC in step ST4 .

[0229] In step ST44 , the ECU 13 calculates the electric power required to achieve the expected distance, and estimates and determines whether the electric power can be ensured by the acquired SOC.

[0230] If the acquired SOC charge amount is insufficient for the power required for traveling at the expected distance and target output, the ECU 13 ends the operation without heating the battery 22. Fig.10 processing.

[0231] When the acquired charge amount of the SOC exceeds the electric power required for traveling at the expected distance and the target output, the ECU 13 advances the process to step ST45 .

[0232] In step ST45, the ECU 13 uses Fig. 9 (A) and Fig. 9 The temperature selection data 71 and 72 in (B) acquire a variable target temperature according to the acquired SOC, target output, and target input.

[0233] When the target output is within the normal output range, the ECU 13 obtains the SOC based on the obtained SOC. Fig. 9 The dotted line in (A) shows the target temperature.

[0234] When the target output is within the higher output range, the ECU 13 obtains the SOC according to the obtained SOC. Fig. 9 The solid line in (A) shows the target temperature.

[0235] When the target input is within the normal input range, the ECU 13 obtains the SOC according to the obtained SOC. Fig. 9 The dotted line in (B) shows the target temperature.

[0236] When the target input is within the high input range, the ECU 13 obtains the SOC according to the obtained SOC. Fig. 9 The solid line in (B) shows the target temperature.

[0237] Here, the normal input range may be an input range pre-set regardless of the history as an average assumed deceleration input range. In addition, the higher input range may be an input range pre-set regardless of the history as a range that can achieve an input higher than the normal input range.

[0238] When the vehicle 1 in the driving history is running at a relatively low output within the normal output range of the vehicle 1, the ECU 13 changes the output range for the normal input range to the output range for the vehicle 1. Fig. 9 A plurality of variable target temperatures indicated by dotted lines in (B) select and acquire a variable target temperature corresponding to the SOC.

[0239] When the automobile 1 in the driving history is running at a higher output than the normal output range of the automobile 1, the ECU 13 changes the input range for the higher input range. Fig. 9 A plurality of variable target temperatures indicated by solid lines in (B) select and acquire a variable target temperature corresponding to the SOC.

[0240] Then, the ECU 13 compares the variable target temperature acquired based on the target output and the variable target temperature acquired based on the target input, and acquires the higher variable target temperature as the final variable target temperature.

[0241] Then, the ECU 13 sets the target temperature for the battery 22 as the target temperature of the battery 22 in step ST7 , and executes heating control of the battery 22 in step ST8 .

[0242] Here, the ECU 13 can obtain and set the variable target temperature corresponding to the input range based on the history and the current SOC in step ST7 regardless of the charging state. In addition, for example, when the battery 22 is in the charging process, unlike when the battery 22 is not in the charging process, the ECU 13 can obtain the highest variable target temperature that can be selected according to the input from the temperature selection data 72, and set the target temperature of the heating control of the battery 22 to the obtained variable target temperature. Fig. 9(B) As for the temperature selection data 72 of the target temperature, for the same value of SOC, for example, the variable target temperature shown by the dotted line in the normal regeneration area and the variable target temperature shown by the solid line in the high regeneration area can be selected. In the case where the normal regeneration area is insufficient and the high regeneration area is required to obtain the target input based on the history, the ECU 13 obtains and sets the variable target temperature shown by the solid line. On the contrary, in the case where the target input based on the history can be obtained in the normal regeneration area, the ECU 13 obtains and sets the variable target temperature shown by the dotted line. The ECU 13 can set the higher variable target temperature between the variable target temperature obtained based on the temperature selection data 71 and the variable target temperature obtained based on the temperature selection data 72 as the final variable target temperature.

[0243] In addition, the heating start temperature compared with the current temperature of the battery 22 in step ST6 may be a fixed value that does not depend on the SOC or the variable target temperature, or may be a corresponding and different value for each variable target temperature of heating selected according to the SOC as in the above embodiment. In addition, the heating start temperature may be set to a value that is lower than the variable target temperature by a predetermined value based on the variable target temperature of heating.

[0244] Thus, ECU13 can, for example, obtain a variable target temperature for heating the battery 22 when the vehicle is parked and not charging based on the acquired charge amount and the acquired output capacity and input capacity of the battery 22, and set the target temperature of the heating control of the battery 22 to the acquired variable target temperature.

[0245] When a higher regeneration input can be expected, the ECU 13 acquires and sets a variable target temperature higher than a temperature obtained only from the output capacity of the battery 22 , thereby increasing the regeneration input.

[0246] As described above, in this embodiment, as the driving history of the automobile 1, the ECU 13 obtains the history related to the output and regeneration input of the battery 22, obtains and sets the target temperature obtained based on the output history of the battery 22 and the higher temperature of the target temperature obtained based on the regeneration input history of the battery 22 as the variable target temperature.

[0247] Therefore, in the present embodiment, not only the output of the battery 22 but also the regenerative input of the battery 22 are taken into consideration, and the battery 22 can be heated appropriately to obtain performance suitable for both of them.

[0248] Basically, the higher the temperature of the battery 22, the higher the regeneration input performance of the battery 22. Therefore, in the present embodiment, by heating the battery 22 to a temperature suitable for the regeneration input, electric power can be efficiently regenerated, and an extension of the driving distance can be expected.

[0249] [Sixth Embodiment]

[0250] Next, a battery heating device 10 for an automobile 1 according to a sixth embodiment of the present invention will be described. In this embodiment, a variable target temperature is used in accordance with the driving history of each user.

[0251] In this embodiment, the same reference numerals are used for the same structures as those in the above embodiment, and illustration and description thereof are omitted. In the following description, the differences from the above embodiment are mainly described.

[0252] Fig.11 It means that in the sixth embodiment, Figure 2 Flowchart of the process of heating control of the battery 22 executed by the ECU 13 in FIG.

[0253] In step ST51 , the ECU 13 acquires the user. The ECU 13 acquires the user who is the driver riding in the car 1 by acquiring the user's information from the occupant monitoring device 17 .

[0254] In step ST52, the ECU 13 obtains the driving data of the user as the driving history of the acquired user. The driving data of each user includes, for example, the driving history of each user such as the driving distance, speed, rotation speed during driving, and the output current and output wattage of the battery 22 during driving of each user. The driving data of each user mentioned above is obtained by the ECU 13 during driving of the automobile 1, and is accumulated and recorded in the memory 18 in association with the user. The ECU 13 obtains the driving data related to the driving of each user from the memory 18.

[0255] In step ST53 , the ECU 13 acquires the target output and expected distance of each user based on the acquired driving data of each user.

[0256] Then, the ECU 13 obtains the state of charge of the battery 22 in step ST54 , and obtains the SOC in step ST4 .

[0257] In step ST55 , the ECU 13 calculates the electric power required to achieve the expected distance, and determines whether the electric power can be ensured by the acquired SOC.

[0258] If the acquired SOC charge amount is insufficient for the power required for traveling at the expected distance and target output, the ECU 13 ends the operation without heating the battery 22. Fig.11 processing.

[0259] When the acquired charge amount of the SOC exceeds the electric power required for traveling at the expected distance and the target output, the ECU 13 advances the process to step ST56 .

[0260] In step ST56, the ECU 13 uses Fig. 9 The temperature selection data 71 in (A) acquires a variable target temperature according to the acquired SOC and target output.

[0261] When the target output is within the normal output range, the ECU 13 obtains the SOC based on the obtained SOC. Fig. 9 The dotted line in (A) shows the target temperature.

[0262] When the target output is within the higher output range, the ECU 13 obtains the SOC according to the obtained SOC. Fig. 9 The solid line in (A) shows the target temperature.

[0263] When the automobile 1 in the driving history based on the driving data of each user is running at a low output within the normal output range of the automobile 1, the ECU 13 changes the output range for the normal output range. Fig. 9 A plurality of variable target temperatures indicated by dotted lines in (A) select and acquire a variable target temperature corresponding to the SOC.

[0264] When the automobile 1 is driven at a higher output than the normal output range of the automobile 1 according to the driving history of each user's driving data, the ECU 13 controls the output of the automobile 1 from the output range for the higher output. Fig. 9 A plurality of variable target temperatures indicated by solid lines in (A) select and acquire a variable target temperature corresponding to the SOC.

[0265] Then, the ECU 13 sets the target temperature for the battery 22 as the target temperature of the battery 22 in step ST7 , and executes heating control of the battery 22 in step ST8 .

[0266] Thus, the ECU 13 can acquire and set a target temperature for heating the battery 22 when the vehicle is parked and not being charged, based on the acquired charge amount and the driving history of each user, for example.

[0267] When the acquired user's driving data includes a history of driving with an average higher output, ECU 13 obtains a higher variable target temperature and sets the target temperature of the heating control of the battery 22 to the acquired variable target temperature, compared with a case where the acquired user's driving data includes a history of driving with an average usual lower output.

[0268] As described above, in the present embodiment, the user identification device (occupant monitoring device 17) identifies the user riding in the automobile 1. Furthermore, the ECU 13 obtains the driving history related to the identified user as the driver, and when the identified user drives with a higher output, a higher variable target temperature is obtained and set compared to when the user drives with a lower output.

[0269] Therefore, in the present embodiment, when there is a tendency for the driver to drive the vehicle 1 so as to travel at a relatively high output, the battery 22 can be heated appropriately to obtain an output suitable for the driver.

[0270] [Seventh Embodiment]

[0271] Next, a battery heating device 10 for an automobile 1 according to a seventh embodiment of the present invention will be described. In this embodiment, a variable target temperature is used in accordance with the use environment of the automobile 1.

[0272] In this embodiment, the same reference numerals are used for the same structures as those in the above embodiment, and illustration and description thereof are omitted. In the following description, the differences from the above embodiment are mainly described.

[0273] Fig.12 It means that in the seventh embodiment, Figure 2 Flowchart of the process of heating control of the battery 22 executed by the ECU 13 in FIG.

[0274] In step ST81, the ECU 13 acquires the current position of the car 1 as the use environment of the car 1. The ECU 13 acquires the latest position information of the car 1 from the receiver 16 to acquire the current position of the car 1.

[0275] Then, the ECU 13 obtains the state of charge of the battery 22 in step ST82 , and obtains the SOC in step ST4 .

[0276] In step ST83, the ECU 13 uses Figure 7 The temperature selection data 61 in the control unit 100 is used to obtain a variable target temperature according to the acquired SOC and output target.

[0277] In step ST84, the ECU 13 determines whether the current position is a place where charging was performed in the past. For the place where charging was performed in the past, the ECU 13 only needs to obtain the past current position from the receiver 16 during the past charging and accumulate and record it in the memory 18. The ECU 13 only needs to determine whether the charging location accumulated in the memory 18 is consistent with the current position to determine whether it is a place where charging was performed in the past.

[0278] When the current position is a place where charging was performed in the past, the ECU 13 advances the processing to step ST85.

[0279] When the current position is not a place where charging was performed in the past, the ECU 13 advances the process to step ST6 .

[0280] In step ST85, the ECU 13 updates the target temperature change acquired in step ST83 so as to increase the target temperature by a predetermined temperature. As a result, the target temperature change increases, and the output capacity of the battery 22 is improved accordingly.

[0281] When the current position is a place where there is a charging history, the ECU 13 sets a variable target temperature higher than the variable target temperature acquired regardless of the presence or absence of a charging history at the current position.

[0282] Then, the ECU 13 sets the target temperature for the battery 22 as the target temperature of the battery 22 in step ST7 , and executes heating control of the battery 22 in step ST8 .

[0283] Thus, the ECU 13 can acquire and set a target temperature for heating the battery 22 when the vehicle is parked and not being charged, based on the acquired charge amount and charging history, for example.

[0284] When the current position is a location where overcharging is actually performed, the ECU 13 acquires and sets a higher variable target temperature after heating than when the current position is a location where overcharging is not performed.

[0285] As described above, in this embodiment, the receiver 16 as the current position detection unit detects the current position of the automobile 1. The memory 18 stores the charging history indicating the locations where charging was performed in the past. Moreover, as the use environment of the automobile 1, the ECU 13 obtains the current position, and when the current position is a location in the charging history, obtains and sets a temperature higher than the variable target temperature when the current position is not a location in the charging history. When the current position is a location in the charging history, the additional charging amount can be ensured by charging at the current position, and the subsequent driving can be not limited to the current charging amount.

[0286] Therefore, in this embodiment, when it is determined based on the charging history that the battery 22 is in a state where it can be charged immediately, it is not limited by the charge amount of the battery 22 as in the case of a location not in the charging history, and can be appropriately heated to a higher target temperature to obtain better performance of the battery 22.

[0287] [Eighth Embodiment]

[0288] Next, a battery heating device 10 for an automobile 1 according to an eighth embodiment of the present invention will be described. In this embodiment, a variable target temperature is used in accordance with a predetermined road surface condition on which the automobile 1 is traveling.

[0289] In this embodiment, the same reference numerals are used for the same structures as those in the above embodiment, and illustration and description thereof are omitted. In the following description, the differences from the above embodiment are mainly described.

[0290] Fig.13 This means that in the eighth embodiment, Figure 2 Flowchart of the process of heating control of the battery 22 executed by the ECU 13 in FIG.

[0291] In step ST91, the ECU 13 acquires information on a road surface on which the automobile 1 is scheduled to travel. The ECU 13 acquires information on a road surface on which the automobile 1 is scheduled to travel from the receiver 16, for example.

[0292] Then, the ECU 13 obtains the state of charge of the battery 22 in step ST92 , and obtains the SOC in step ST4 .

[0293] In step ST93, the ECU 13 uses Figure 7 The temperature selection data 61 in the control unit 100 is used to obtain a variable target temperature according to the obtained SOC and target output.

[0294] In step ST94 , the ECU 13 determines whether the road surface on which the automobile 1 is scheduled to travel is an unpaved road that is more slippery than a normal paved road.

[0295] When the predetermined road surface is not an unpaved road, the ECU 13 advances the process to step ST6 .

[0296] When the predetermined road surface is an unpaved road, the ECU 13 advances the process to step ST95 .

[0297] In step ST95 , the ECU 13 updates the target temperature variation acquired in step ST93 so as to decrease the target temperature by a predetermined temperature. As a result, the target temperature variation decreases, and accordingly, the output capacity of the battery 22 decreases.

[0298] When the road surface on which the vehicle is scheduled to travel is expected to be more slippery than a normal paved road, the ECU 13 sets a variable target temperature lower than the variable target temperature acquired regardless of the condition of the road surface on which the vehicle is scheduled to travel.

[0299] Then, the ECU 13 sets the target temperature for the battery 22 as the target temperature of the battery 22 in step ST7 , and executes heating control of the battery 22 in step ST8 .

[0300] Thus, the ECU 13 can acquire and set a target temperature for heating the battery 22 when the vehicle is parked and not being charged, based on the acquired charge amount and road conditions, for example.

[0301] When the planned traveling road surface is an unpaved road that is easily slippery and does not require high output, the ECU 13 acquires and sets a lower variable target temperature after temperature reduction than when traveling on a normal paved road or a road surface that is less slippery.

[0302] As described above, in this embodiment, the receiver 16 as the road surface detection unit obtains the predetermined road surface information on which the automobile 1 is traveling. Furthermore, the ECU 13 obtains the predetermined road surface information on which the automobile 1 is traveling from the receiver 16, and when the predetermined road surface on which the automobile 1 is traveling is a road that is more slippery than a normal paved road, the ECU 13 obtains and sets a lower variable target temperature than the case of a paved road or a road surface that is less slippery than the paved road. On a slippery road, the battery 22 is at a relatively low temperature, so even if the peak power is low, it is unlikely to have a substantial impact on the driving.

[0303] Therefore, in the present embodiment, the road surface on which the automobile 1 is scheduled to travel is a road surface that is more slippery than a paved road. As a result, the vehicle 1 can be appropriately heated to a correspondingly low target temperature without increasing the output of the battery 22.

[0304] [Ninth Embodiment]

[0305] Next, a battery heating device 10 for a vehicle 1 according to a ninth embodiment of the present invention will be described. In this embodiment, heating of the battery 22 is started and continued with the permission of the user.

[0306] In this embodiment, the same reference numerals are used for the same structures as those in the above embodiment, and illustration and description thereof are omitted. In the following description, the differences from the above embodiment are mainly described.

[0307] Fig.14 It is a ninth embodiment in which Figure 2 Flowchart of the process of heating control of the battery 22 executed by the ECU 13 in FIG.

[0308] After determining that the vehicle is parked in step ST2 , the ECU 13 acquires the state of charge of the battery 22 in step ST61 , and acquires the SOC in step ST4 .

[0309] In step ST62, the ECU 13 uses Figure 7 The temperature selection data 61 in the control unit 100 is used to obtain a variable target temperature according to the acquired SOC and output target.

[0310] Then, the ECU 13 sets the target temperature of the battery 22 as the target temperature of the battery 22 in step ST7 .

[0311] In step ST63, the ECU 13 estimates the SOC, which is the amount of charge remaining in the battery 22 after heating. For example, the ECU 13 calculates the SOC remaining after heating by subtracting the amount of power consumed in one previous heating from the acquired SOC.

[0312] In step ST64, the ECU 13 determines whether the SOC remaining after heating is greater than or equal to a predetermined threshold. The predetermined threshold may be, for example, an SOC corresponding to the amount of power consumed during normal driving. Alternatively, for example, the predetermined threshold may be an SOC corresponding to the amount of power consumed during driving that is expected based on a user's reservation.

[0313] If the remaining SOC after heating is not greater than or equal to the predetermined threshold, the ECU 13 does not perform heating control on the battery 22 but ends the heating process. Fig.14 processing.

[0314] When the SOC remaining after heating is greater than or equal to a predetermined threshold, the ECU 13 advances the process to step ST65 .

[0315] In step ST65, ECU 13 determines whether the user has approved the start of heating battery 22. ECU 13 displays the start of heating battery 22 on display unit 19 of user interface 21 and notifies the user. ECU 13 determines the user's approval based on the operation of operation unit 20 in response to the start of heating battery 22.

[0316] If the user does not permit the start of heating, the ECU 13 does not execute the heating control of the battery 22 but ends the heating control. Fig.14 processing.

[0317] If the user permits, the ECU 13 advances the process to step ST8 .

[0318] In step ST8 , the ECU 13 performs heating control on the battery 22 .

[0319] Thus, the ECU 13 can acquire and set a target temperature for heating the battery 22 when the vehicle is parked and not being charged, based on the acquired charge amount and the user's permission for heating, for example.

[0320] The ECU 13 controls the start of heating of the battery 22 by the heater 15 in accordance with a user operation of the user interface 21 .

[0321] Fig.15 It is a ninth embodiment in which Figure 2Flowchart of the process of heating control of the battery 22 executed by the ECU 13 in FIG.

[0322] For example, the ECU 13 Fig.14 In step ST8, Fig.15 Heating control of battery 22 in.

[0323] In step ST71 , the ECU 13 starts heating the battery 22 .

[0324] In step ST72 , the ECU 13 acquires the temperature of the battery 22 being heated.

[0325] In step ST73 , the ECU 13 acquires the SOC of the battery 22 being heated.

[0326] In step ST74 , the ECU 13 determines whether the current temperature of the battery 22 being heated has reached the change target temperature.

[0327] When the temperature of the battery 22 being heated reaches the change target temperature, the ECU 13 advances the process to step ST75 .

[0328] When the temperature of the battery 22 being heated has not reached the change target temperature, the ECU 13 advances the process to step ST76 .

[0329] In step ST76, the ECU 13 determines whether the SOC of the battery 22 being heated is greater than or equal to a predetermined threshold value. Here, the predetermined threshold value may be the same as the threshold value in step ST64.

[0330] When the SOC during heating is equal to or greater than a predetermined threshold value, the ECU 13 returns the process to step ST72 , thereby continuing to heat the battery 22 .

[0331] When the SOC during heating is not greater than or equal to a predetermined threshold value, the ECU 13 advances the process to step ST77 .

[0332] In step ST77, the ECU 13 determines whether the user has permitted continuous heating of the battery 22. The ECU 13 displays the continuous heating of the battery 22 on the display unit 19 of the user interface 21 and notifies the user. The ECU 13 determines whether the user has permitted the heating based on the operation of the operation unit 20 in response thereto.

[0333] When the user permits continued heating, the ECU 13 returns the process to step ST72 . Thus, the battery 22 is continued to be heated.

[0334] If the user does not permit, the ECU 13 advances the process to step ST75 .

[0335] In step ST75 , the ECU 13 stops heating the battery 22 .

[0336] Thus, the ECU 13 can control the continuation of heating of the battery 22 according to the user's permission during heating.

[0337] As described above, in the present embodiment, the user operates the user interface 21 to determine whether heating is necessary.

[0338] Furthermore, the ECU 13 controls the start of heating of the battery 22 by the heater 15 and the stop of heating by interruption, according to the user operation of the user interface 21 related to heating.

[0339] Therefore, in the present embodiment, when the user considers that heating of the battery 22 is unnecessary, the heating of the battery 22 may not be started or may not be continued.

[0340] The above-mentioned embodiments are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or changes can be made without departing from the gist of the invention.

[0341] For example, in the above embodiment, ECU 13 selects a variable target temperature based on the degradation state related to the current output capacity or regenerative input capacity of the battery 22, the driving history of the automobile 1, the current usage environment (current position), or the planned driving road conditions.

[0342] In addition, for example, the ECU 13 may select a variable target temperature based on at least two or more parameters of the degradation state of the battery 22 , the driving history of the automobile 1 , the current usage environment (current location), and the road conditions on which the vehicle is scheduled to travel.

[0343] In this case, the ECU 13 acquires and sets a variable target temperature for heating the battery 22 when the vehicle is stopped and not being charged, based on the acquired SOC and the one or more parameters described above, for example.

Claims

1. A battery heating device for a vehicle, which is provided in a vehicle that runs using the power of a battery, wherein: The battery heating device of the vehicle comprises: a battery that can be mounted on the vehicle for driving the vehicle; a heater for heating the battery; a sensor for acquiring a temperature of the battery; a control unit configured to heat the battery using the heater; as well as a memory that records information indicating a relationship between a heating target temperature and a charge amount of the battery, The control unit obtains the charge level of the battery. The control unit acquires a target temperature corresponding to the acquired charge amount from the memory according to the information, and sets the target temperature as a target temperature for heating the battery when the vehicle is parked and not being charged. The heater heats the battery to a set target temperature, wherein: The information includes first information and second information, the first information indicating that a target temperature when the charge amount is lower than a first charge amount threshold is a first target temperature, the second information indicating that a target temperature when the charge amount is equal to or higher than the first charge amount threshold is a second target temperature higher than the first target temperature, When the vehicle is parked, the battery is not being charged, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature, the control unit performs a first heating process to heat the battery to the first target temperature using a heater, When the vehicle is parked, the battery is not being charged, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature, the control unit performs a second heating process to heat the battery to the second target temperature using a heater.

2. The battery heating device for a vehicle according to claim 1, wherein: The battery heating device of the vehicle further comprises: A degradation detection sensor is used to determine the degradation state of the battery, wherein: The information includes third information and fourth information, the third information indicating that a target temperature when the charge amount is lower than the first charge amount threshold is a third target temperature higher than the first target temperature, and the fourth information indicating that a target temperature when the charge amount is equal to or higher than the first charge amount threshold is a fourth target temperature higher than the second target temperature, The control unit obtains a degradation state of the battery, When the battery is not degraded, the vehicle is parked, the battery is not in the charging process, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature, the first heating process is performed, When the battery is not deteriorated, the vehicle is parked, the battery is not in the charging process, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature, the second heating process is performed, When the battery is deteriorated, the vehicle is parked, the battery is not being charged, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the third target temperature, the control unit performs a third heating process to heat the battery to the third target temperature using a heater, When the battery is degraded, the vehicle is parked, the battery is not charging, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the fourth target temperature, the control unit performs a fourth heating process to heat the battery to the fourth target temperature using a heater.

3. The battery heating device for a vehicle according to claim 1, wherein: The battery heating device of the vehicle further comprises: A degradation detection sensor is used to determine the degradation state of the battery, wherein: The information includes third information and fourth information, the third information indicating that a target temperature when the charge amount is lower than a second charge amount threshold is a third target temperature higher than the first target temperature, and the fourth information indicating that a target temperature when the charge amount is equal to or higher than the second charge amount threshold is a fourth target temperature higher than the second target temperature, wherein the second charge amount threshold is lower than the first charge amount threshold, The control unit obtains a degradation state of the battery, When the battery is not degraded, the vehicle is parked, the battery is not in the charging process, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature, the first heating process is performed, When the battery is not deteriorated, the vehicle is parked, the battery is not in the charging process, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature, the second heating process is performed, When the battery is deteriorated, the vehicle is parked, the battery is not being charged, the acquired charge amount is lower than the second charge amount threshold, and the acquired temperature is lower than the third target temperature, the control unit performs a third heating process to heat the battery to the third target temperature using a heater, When the battery is degraded, the vehicle is parked, the battery is not charging, the acquired charge amount is equal to or higher than the second charge amount threshold, and the acquired temperature is lower than the fourth target temperature, the control unit performs a fourth heating process to heat the battery to the fourth target temperature using a heater.

4. The battery heating device for a vehicle according to claim 1, wherein: The information includes third information and fourth information, the third information indicating that a target temperature when the charge amount is lower than the first charge amount threshold is a third target temperature higher than the first target temperature, and the fourth information indicating that a target temperature when the charge amount is equal to or higher than the first charge amount threshold is a fourth target temperature higher than the second target temperature, The control unit obtains the driving history of the vehicle. acquiring an average output of the battery during the driving of the vehicle based on the acquired driving history, When the acquired average output is lower than the output threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature, the first heating process is performed, When the acquired average output is lower than the output threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature, the second heating process is performed, When the acquired average output is equal to or higher than the output threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the third target temperature, the control unit performs a third heating process to heat the battery to the third target temperature using a heater, When the acquired average output is equal to or higher than the output threshold, the vehicle is parked, the battery is not charging, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the fourth target temperature, the control unit performs a fourth heating process to heat the battery to the fourth target temperature using a heater.

5. The battery heating device for a vehicle according to claim 1, wherein: The information includes third information and fourth information, the third information indicating that a target temperature when the charge amount is lower than a second charge amount threshold is a third target temperature higher than the first target temperature, and the fourth information indicating that a target temperature when the charge amount is equal to or higher than the second charge amount threshold is a fourth target temperature higher than the second target temperature, wherein the second charge amount threshold is lower than the first charge amount threshold, The control unit obtains the driving history of the vehicle. acquiring an average output of the battery during the driving of the vehicle based on the acquired driving history, When the acquired average output is lower than the output threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature, the first heating process is performed, When the acquired average output is lower than the output threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature, the second heating process is performed, When the acquired average output is equal to or higher than the output threshold, the vehicle is stopped, the battery is not being charged, the acquired charge amount is lower than the second charge amount threshold, and the acquired temperature is lower than the third target temperature, the control unit performs a third heating process to heat the battery to the third target temperature using a heater, When the acquired average output is equal to or higher than the output threshold, the vehicle is parked, the battery is not charging, the acquired charge amount is equal to or higher than the second charge amount threshold, and the acquired temperature is lower than the fourth target temperature, the control unit performs a fourth heating process to heat the battery to the fourth target temperature using a heater.

6. The battery heating device for a vehicle according to claim 1, wherein: The information includes third information and fourth information, the third information indicating that a target temperature when the charge amount is lower than the first charge amount threshold is a third target temperature higher than the first target temperature, and the fourth information indicating that a target temperature when the charge amount is equal to or higher than the first charge amount threshold is a fourth target temperature higher than the second target temperature, The control unit acquires the current position of the vehicle as the use environment of the vehicle, determining whether the current location of the vehicle is a location in the charging history of the battery, When the current position is not a location in the charging history, the vehicle is parked, the battery is not being charged, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature, the first heating process is performed, When the current position is not a location in the charging history, the vehicle is parked, the battery is not being charged, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature, the second heating process is performed, When the current position is a location in the charging history, the vehicle is parked, the battery is not being charged, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the third target temperature, the control unit performs a third heating process to heat the battery to the third target temperature using a heater, When the current position is a location in the charging history, the vehicle is parked, the battery is not charging, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the fourth target temperature, the control unit performs a fourth heating process to heat the battery to the fourth target temperature using a heater.

7. The battery heating device for a vehicle according to claim 1, wherein: The information includes third information and fourth information, the third information indicating that the target temperature when the charge amount is lower than the first charge amount threshold is a third target temperature lower than the first target temperature, and the fourth information indicating that the target temperature when the charge amount is equal to or higher than the first charge amount threshold is a fourth target temperature lower than the second target temperature, The control unit obtains information about the road surface on which the vehicle is traveling. determining whether the road surface on which the vehicle is traveling is prone to slippage, The first heating process is performed when the vehicle is traveling on a non-slip road, the vehicle is parked, the battery is not in the charging process, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature. The second heating process is performed when the vehicle is traveling on a non-slip road, the vehicle is parked, the battery is not in the charging process, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature. When the vehicle is traveling on a slippery road, the vehicle is parked, the battery is not being charged, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the third target temperature, the control unit performs a third heating process to heat the battery to the third target temperature using a heater, When the vehicle is traveling on a slippery road, the vehicle is parked, the battery is not charging, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the fourth target temperature, the control unit performs a fourth heating process to heat the battery to the fourth target temperature using a heater.

8. The battery heating device for a vehicle according to claim 1, wherein: The battery heating device for a vehicle further includes a user interface operated by a user in order to determine whether heating is required. The control unit controls starting and stopping heating of the battery by the heater according to a user operation on the user interface.

9. The battery heating device for a vehicle according to claim 1, wherein: The information includes third information and fourth information, the third information indicating that a target temperature when the charge amount is lower than the first charge amount threshold is a third target temperature higher than the first target temperature, and the fourth information indicating that a target temperature when the charge amount is equal to or higher than the first charge amount threshold is a fourth target temperature higher than the second target temperature, The control unit obtains the driving history of the vehicle. Based on the acquired driving history, an average regeneration input to the battery during driving of the vehicle is acquired; When the acquired regeneration input is lower than the input threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature, the first heating process is performed, When the acquired regeneration input is lower than the input threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature, the second heating process is performed, When the acquired regeneration input is equal to or higher than the input threshold, the vehicle is stopped, the battery is not being charged, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the third target temperature, the control portion performs a third heating process to heat the battery to the third target temperature using a heater, The control unit performs a fourth heating process to heat the battery to the fourth target temperature using a heater when the acquired regeneration input is equal to or higher than the input threshold, the vehicle is parked, the battery is not charging, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the fourth target temperature.

10. The battery heating device for a vehicle according to claim 1, wherein: The information includes third information and fourth information, the third information indicating that a target temperature when the charge amount is lower than a second charge amount threshold is a third target temperature higher than the first target temperature, and the fourth information indicating that a target temperature when the charge amount is equal to or higher than the second charge amount threshold is a fourth target temperature higher than the second target temperature, wherein the second charge amount threshold is lower than the first charge amount threshold, The control unit obtains the driving history of the vehicle. Based on the acquired driving history, an average regeneration input to the battery during driving of the vehicle is acquired; When the acquired regeneration input is lower than the input threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is lower than the first charge amount threshold, and the acquired temperature is lower than the first target temperature, the first heating process is performed, When the acquired regeneration input is lower than the input threshold, the vehicle is stopped, the battery is not in the charging process, the acquired charge amount is equal to or higher than the first charge amount threshold, and the acquired temperature is lower than the second target temperature, the second heating process is performed, The control section performs a third heating process to heat the battery to the third target temperature using a heater when the acquired regeneration input is equal to or higher than the input threshold, the vehicle is stopped, the battery is not being charged, the acquired charge amount is lower than the second charge amount threshold, and the acquired temperature is lower than the third target temperature, The control unit performs a fourth heating process to heat the battery to the fourth target temperature using a heater when the acquired regeneration input is equal to or higher than the input threshold, the vehicle is parked, the battery is not charging, the acquired charge amount is equal to or higher than the second charge amount threshold, and the acquired temperature is lower than the fourth target temperature.

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