Electric vehicle

Abstract

The electric vehicle is provided with a temperature adjustment control device that, on the basis of a destination and a current position set by a navigation system, predicts a predicted battery temperature adjustment time required for the temperature of the battery to be a temperature suitable for charging by temperature adjustment by an air-conditioning device when the electric vehicle arrives at the destination. The difference between the predicted battery temperature adjustment time and the actual time actually required for temperature adjustment by the air conditioning device is stored as the actual predicted time difference.

Description

Technical Field

[0001] This invention relates to an electrified vehicle, and more specifically, to an electric vehicle capable of regulating the battery temperature via an air conditioning device that regulates the air in the passenger compartment. Background Technology

[0002] As such an electric vehicle, the following electric vehicle has been proposed. Specifically, an electric vehicle has been proposed that, after reaching its destination, controls the battery temperature so that it falls within a suitable charging temperature range when charging is possible (for example, see Japanese Patent Application Laid-Open No. 2024-113797). In this electric vehicle, the battery temperature is set to a suitable charging temperature range upon arrival at the destination, thereby suppressing the increase in charging time. Summary of the Invention

[0003] However, in the aforementioned electric vehicles, it is necessary to predict the time required for battery temperature regulation to reach a suitable charging temperature range upon arrival at the destination (predicting the battery temperature regulation time). When the predicted battery temperature regulation time is shorter than the actual time required to reach the suitable charging temperature range, there are more instances where the battery temperature cannot be reached. Conversely, when the predicted battery temperature regulation time is longer than the actual time, although the battery temperature can be reached, excessive energy will be used for battery temperature regulation. Therefore, it is necessary to improve the accuracy of the predicted battery temperature regulation time.

[0004] The main objective of the electric vehicle of the present invention is to help improve the accuracy of predicting the battery temperature regulation time required to regulate the battery temperature to a suitable charging temperature range upon arrival at the destination.

[0005] To achieve the above-mentioned main objectives, the electric vehicle of the present invention employs the following means.

[0006] The electric vehicle of the present invention comprises:

[0007] An electric motor, which provides or outputs power for travel;

[0008] A battery that exchanges power with the electric motor;

[0009] An air conditioning system that regulates the air in the passenger compartment and the temperature of the battery;

[0010] Navigation systems; and

[0011] A temperature regulation control device controls the temperature regulation of the battery.

[0012] The temperature regulation control device predicts the predicted battery temperature regulation time required for the battery temperature to reach a suitable charging temperature through temperature regulation by the air conditioning device upon arrival at the destination, based on the destination and current location set by the navigation system, and saves the difference between the predicted battery temperature regulation time and the actual time required for temperature regulation by the air conditioning device as the actual predicted time difference.

[0013] In the electric vehicle of the present invention, a battery temperature adjustment time is predicted based on the destination set by the navigation system and the current location. The predicted battery temperature adjustment time is the time required for the battery temperature to reach a suitable charging temperature upon arrival at the destination through temperature adjustment performed by the air conditioning unit. Then, the difference between the predicted battery temperature adjustment time and the actual time required for temperature adjustment by the air conditioning unit is stored as the actual predicted time difference. By predicting the battery temperature adjustment time in a manner that minimizes the stored actual predicted time difference (the difference between the predicted battery temperature adjustment time and the actual time), the accuracy of the predicted battery temperature adjustment time can be improved. Thus, by storing the actual predicted time difference (the difference between the predicted battery temperature adjustment time and the actual time), the accuracy of the predicted battery temperature adjustment time can be improved.

[0014] The electric vehicle of the present invention can be configured such that, starting from the temperature adjustment initiated by the air conditioning device, the temperature regulation control device calculates the predicted battery temperature adjustment time every predetermined time elapsed. Every predetermined time elapsed, it calculates the expected time difference obtained by subtracting the currently calculated predicted battery temperature adjustment time from the previously calculated predicted battery temperature adjustment time and the predetermined time. The maximum value among the expected time differences calculated every predetermined time elapsed is saved as the actual predicted time difference.

[0015] In this way, the maximum value of the expected time difference calculated at each elapsed predetermined time during the process of the air conditioning device regulating the battery temperature can be stored. Then, the maximum value of the expected time difference can be used to help improve the accuracy of predicting the battery temperature regulation time.

[0016] The electric vehicle of the present invention can be configured such that the temperature regulation control device distinguishes between the actual predicted time difference when the temperature of the battery is regulated by the air conditioning device when the air conditioning device has regulated the air of the passenger compartment and the actual predicted time difference when the temperature of the battery is regulated by the air conditioning device when the air conditioning device has not regulated the air of the passenger compartment.

[0017] By distinguishing between states where the passenger compartment is air-conditioned and states where the passenger compartment is not air-conditioned, it is possible to improve the accuracy of the predicted battery temperature regulation time in each state. Attached Figure Description

[0018] Hereinafter, with reference to the accompanying drawings, the features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described, in which the same reference numerals denote the same elements, and wherein:

[0019] Figure 1 This is a schematic structural diagram showing the structure of an electric vehicle as one embodiment of the present invention.

[0020] Figure 2 This is a flowchart illustrating an example of actual predictive differential time saving processing performed by the electronic control unit. Detailed Implementation

[0021] Next, the methods (implementation methods) for carrying out the present invention will be described. Figure 1 This is a schematic structural diagram showing the structure of an electric vehicle 20 as an embodiment of the present invention. As shown, the electric vehicle 20 of this embodiment includes: a motor 22; an inverter 24; a battery 30; a bidirectional charging device 32; an air conditioning device 36; a navigation device 80; and an electronic control unit 50.

[0022] Motor 22 is configured as a three-phase AC motor, having a rotor in which permanent magnets are embedded in the rotor core and a stator in which three-phase coils are wound on the stator core. The rotor of motor 22 is connected to a drive shaft 26 via a differential gear 27 to drive wheels 28a and 28b.

[0023] Inverter 24 is used to drive motor 22. Inverter 24 is connected to battery 30 via power lines. Inverter 24 is composed of a known inverter circuit having six transistors as switching elements and six diodes connected in parallel with the six transistors.

[0024] The battery 30 is configured as a lithium-ion secondary battery or a nickel-metal hydride secondary battery and is connected to the inverter 24 via a power line.

[0025] The bidirectional charging device 32 is connected to the power line between the battery 30 and the inverter 24, forming a circuit that charges the battery 30 with power from an external power source or supplies power from the battery 30 to an external power supply. A connector 34 is mounted on the bidirectional charging device 32 for connection to an external charging bracket or an external power supply bracket.

[0026] The air conditioning unit 36 ​​regulates the air in the passenger compartment and regulates the temperature of the battery 30 by heating or cooling the battery 30 by circulating a heat exchange medium in the circulation path 37 with the battery 30 to exchange heat with the battery 30.

[0027] The electronic control unit 50 is configured as a microcomputer having a CPU 51, ROM 52, RAM 53, flash memory 54, input / output ports (not shown), and a communication port. Signals from various sensors are input to the electronic control unit 50 via the input ports. Examples of signals input to the electronic control unit 50 include, for instance, the rotational position θ of the rotational position detection sensor 23, which detects the rotational position of the rotor of the motor 22. Examples of signals input to the electronic control unit 50 include the battery voltage Vb from the voltage sensor 31a mounted between the output terminals of the battery 30. Examples of signals input to the electronic control unit 50 include the battery current Ib from the current sensor 31b mounted on the power line. Examples of signals input to the electronic control unit 50 include the battery temperature Tb from the temperature sensor 31c mounted on the battery 30. Furthermore, examples of signals input to the electronic control unit 50 include the ignition signal from the ignition switch 60, the vehicle speed V from the vehicle speed sensor 61, the acceleration α from the acceleration sensor 62, and the wheel speeds Vw1 to Vw4 of each wheel from the wheel speed sensors 63. Furthermore, examples include the shift position signal SP from the shift position sensor 65 that detects the position of the shift lever 64, and the throttle opening Acc from the throttle pedal position sensor 67 that detects the amount of throttle pedal 66 depressed. Also, examples include the brake pedal position BP from the brake pedal position sensor 69 that detects the amount of brake pedal 68 depressed. Additionally, examples include the external air temperature Tout from the external air temperature sensor 73, and the on / off signal from the air conditioning switch (not shown) indicating the on / off state of the air conditioning device 36.

[0028] Various control signals are output from the electronic control unit 50 via its output port. Examples of control signals output from the electronic control unit 50 include display control signals for the display device 70, communication control signals for the communication device 72, and air conditioning control signals or temperature control signals for the air conditioning device 36. The electronic control unit 50 calculates the state of charge (SOC) of the battery 30 based on the battery voltage Vb from the voltage sensor 31a and the battery current Ib from the current sensor 31b. The electronic control unit 50 calculates the rotational speed (Nm) of the motor 22 based on the rotational position θ from the rotational position detection sensor 23.

[0029] The navigation device 80 includes a main body 82 with a built-in control unit, a GPS antenna 84 that receives information related to the vehicle's current location, and a display 86. The control unit of the main body 82 has a storage medium (e.g., a hard disk or SSD) storing map information, or has an input / output port and a communication port. The map information stores service information (e.g., sightseeing information or parking information) or road information for each driving section (e.g., between traffic lights or intersections). The road information includes distance information, width information, number of lanes information, area information (urban or suburban), category information (general road or highway), gradient information, legal speed limit, number of traffic lights, and turning radius of each curve. The display 86 is a touch panel display that shows various information such as information related to the vehicle's current location or a planned driving route to the destination, and allows the user to input various instructions. If the user sets a destination by operating the display 86, the main body 82 of the navigation device 80 sets a planned driving route from the vehicle's current location to the destination. The planned driving route is set based on map information stored in the main body 82 and the vehicle's current location and destination from the GPS antenna 84. The main body 82 of the navigation device 80 displays the set planned driving route on the display 86 for route guidance.

[0030] Next, the operation of the electric vehicle 20 configured in this embodiment will be explained. In particular, the operation when storing the actual predicted differential time ΔT will be explained. The actual predicted differential time ΔT is the difference between the predicted battery temperature adjustment time Test required to adjust the temperature of the battery 30 to a temperature range suitable for charging the battery 30 when reaching the destination and the actual time. Figure 2 This is a flowchart illustrating an example of the actual predicted differential time storage process performed by the electronic control unit 50. This process begins only before the predicted battery temperature adjustment time Test, starting from the predicted arrival time at the destination, and then executes every specified time Tset after the air conditioning unit 36 ​​has adjusted the battery 30's temperature.

[0031] If the actual predicted time difference storage process is performed, the electronic control unit 50 first confirms that the system is set to on and the air conditioning device 36's temperature regulation of the battery 30 is set to on (S100). It waits for a predetermined time Tset to elapse (S110). If the predetermined time Tset has elapsed, the predicted battery temperature regulation time Test is calculated (S120). The predicted battery temperature regulation time Test is stored, for example, based on the battery 30 temperature Tb, the external air temperature Tout, and the on / off state of the passenger compartment air conditioning when the air conditioning device 36 begins to regulate the battery 30 temperature. The predicted battery temperature regulation time Test pre-determines the relationship between the battery 30 temperature Tb, the external air temperature Tout, the on / off state of the passenger compartment air conditioning, and the predicted battery temperature regulation time Test through experiments or machine learning, and stores this relationship as a map for setting the predicted battery temperature regulation time. If the battery 30 temperature Tb, the external air temperature Tout, and the on / off state of the passenger compartment air conditioning are given, the predicted battery temperature regulation time Test can be calculated by deriving the corresponding predicted battery temperature regulation time Test from the map.

[0032] If the predicted battery temperature regulation time Test is calculated, then the predicted battery temperature regulation time Test of this calculation and the specified time Tset are subtracted from the predicted battery temperature regulation time Test of the previous calculation. Thus, the actual predicted differential time ΔT (ΔT = previous Test - current Test - Tset) is calculated (S130). Then, it is determined whether the air conditioning device 36 is set to "on" (S140). If it is determined that the air conditioning in the passenger compartment via the air conditioning device 36 is set to "on", proceed to S150. It is determined whether the actual predicted differential time ΔT calculated this time is the maximum value among the actual predicted differential times ΔT calculated when it was determined that the air conditioning in the passenger compartment via the air conditioning device 36 was set to "on" (S150). If it is determined that the actual predicted differential time ΔT calculated this time is the maximum value among the actual predicted differential times ΔT calculated up to this point, proceed to S160. The battery temperature Tb, external air temperature Tout, the on / off state of the passenger compartment air conditioning, and the actual predicted differential time ΔT are updated to the air conditioning on data ΔTon (S160). In addition, if it is determined that the actual prediction difference time ΔT of this calculation is not the maximum value among the actual prediction difference times ΔT of the calculations up to this point, the air conditioning on data ΔTon will not be updated.

[0033] If it is determined in S140 that the air conditioning in the passenger compartment via the air conditioning unit 36 ​​is set to off, proceed to S170. Determine whether the actual predicted differential time ΔT calculated in this operation is the maximum value among the actual predicted differential times ΔT calculated when it was determined that the air conditioning in the passenger compartment via the air conditioning unit 36 ​​was set to off (S170). If it is determined that the actual predicted differential time ΔT calculated in this operation is the maximum value among the actual predicted differential times ΔT calculated up to this point, proceed to S180. Update the battery temperature Tb, the outside air temperature Tout, the on / off state of the passenger compartment air conditioning, and the actual predicted differential time ΔT to the air conditioning off data ΔToff (S180). Alternatively, if it is determined that the actual predicted differential time ΔT calculated in this operation is not the maximum value among the actual predicted differential times ΔT calculated up to this point, do not update the air conditioning off data ΔToff.

[0034] Next, it is determined whether the system is turned off (S190). If the system is determined to be turned off, the air conditioning on data ΔTon or air conditioning off data ΔToff is saved (S190), and this process ends. The air conditioning on data ΔTon or air conditioning off data ΔToff saved here becomes the maximum value of the actual predicted differential time ΔT calculated every predetermined time Tset until the temperature adjustment of the battery 30 by the air conditioning device 36 is completed. Alternatively, if it is determined in S190 that the system is not turned off, the air conditioning on data ΔTon or air conditioning off data ΔToff is not saved, and this process ends.

[0035] In the electric vehicle 20 described above, the following processing is performed when the air conditioning in the passenger compartment via the air conditioning device 36 is set to on or off: Specifically, the actual predicted differential time ΔT is calculated by subtracting the predicted battery temperature regulation time Test from the previously calculated predicted battery temperature regulation time Test and the predetermined time Tset from the previously calculated predicted battery temperature regulation time Test. This maximum value, along with the battery temperature Tb, the external air temperature Tout, and the on / off state of the passenger compartment air conditioning, is saved as air conditioning on data ΔTon or air conditioning off data ΔToff. The air conditioning on data ΔTon or air conditioning off data ΔToff obtained in this way can be used to calculate the predicted battery temperature regulation time Test more accurately, thus helping to improve the accuracy of the predicted battery temperature regulation time Test.

[0036] In the electric vehicle 20 of this embodiment, the actual predicted difference time ΔT is calculated by subtracting the predicted battery temperature adjustment time Test of the previous calculation and the predetermined time Tset from the predicted battery temperature adjustment time Test of the current calculation at each predetermined time. Then, this maximum value, along with the battery temperature Tb, the external air temperature Tout, and the on / off state of the passenger compartment air conditioning, is saved as air conditioning on data ΔTon or air conditioning off data ΔToff. However, the difference time between the predicted battery temperature adjustment time Test and the actual time, along with the battery temperature Tb, the external air temperature Tout, and the on / off state of the passenger compartment air conditioning at the start of temperature adjustment, can also be saved as air conditioning on data ΔTon or air conditioning off data ΔToff. The predicted battery temperature adjustment time Test is calculated before the temperature adjustment of the battery 30 begins via the air conditioning device 36. The actual time is the actual time required for the temperature adjustment of the battery 30 via the air conditioning device 36.

[0037] The correspondence between the main elements of the implementation method and the main elements of the invention described in the solution to the problem section will be explained. In the implementation method, motor 22 is an example of an "electric motor", battery 30 is an example of a "battery", and air conditioning device 36 is an example of an "air conditioning device". Navigation device 90 is an example of a "navigation system", and electronic control unit 50 is an example of a "temperature regulation control device".

[0038] Furthermore, the correspondence between the main elements of the implementation method and the main elements of the invention described in the "Solution to Solve the Problem" column is merely an example of how the implementation method is used to carry out the invention described in the "Solution to Solve the Problem" column. Therefore, it is not intended to limit the elements of the invention described in the "Means to Solve the Problem" column. That is, the interpretation of the invention described in the "Solution to Solve the Problem" column should be based on the description in that column, and the implementation method is merely a specific example of the invention described in the "Solution to Solve the Problem" column.

[0039] The present invention has been described above using embodiments, but the present invention is not limited to such embodiments and can of course be implemented in various ways without departing from the spirit of the present invention.

[0040] This invention can be applied to industries such as electric vehicle manufacturing.

Claims

1. An electric vehicle, characterized in that, have: An electric motor, which inputs or outputs power for travel; A battery that exchanges power with the electric motor; An air conditioning system that regulates the air in the passenger compartment and the temperature of the battery; Navigation system; and A temperature regulation control device controls the temperature regulation of the battery. The temperature regulation control device predicts the predicted battery temperature regulation time required for the battery temperature to reach a suitable charging temperature through temperature regulation by the air conditioning device upon arrival at the destination, based on the destination and current location set by the navigation system, and saves the difference between the predicted battery temperature regulation time and the actual time required for temperature regulation by the air conditioning device as the actual predicted time difference.

2. The electric vehicle according to claim 1, characterized in that, The temperature regulation control device calculates the predicted battery temperature regulation time every predetermined time elapsed after the start of temperature regulation by the air conditioning device. Every predetermined time elapsed, it calculates the expected time difference obtained by subtracting the predicted battery temperature regulation time calculated in the previous calculation from the current calculation and the predetermined time. The maximum value of the expected time difference calculated every predetermined time elapsed is saved as the actual predicted time difference.

3. The electric vehicle according to claim 2, characterized in that, The temperature regulation control device distinguishes between the actual predicted time difference when the air conditioning device regulates the temperature of the battery while the air conditioning device has regulated the air in the passenger compartment and the actual predicted time difference when the air conditioning device regulates the temperature of the battery while the air conditioning device has not regulated the air in the passenger compartment.

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