Preconditioning of an electric vehicle

Abstract

Vehicle (12), comprising: a traction battery (24); an interior; and a controller (33) programmed to heat the battery (24) and to delay heating the interior, at least until the time until the next planned use of the vehicle (12) is below the first threshold time, in response to a request to heat both the battery (24) and the interior, and in response to the fact that the time until the next planned use exceeds a first threshold time, the controller (33) further being programmed to heat both the battery (24) and the interior in response to the fact that the time until the next planned use is below the first threshold time and exceeds a second threshold time, characterized in that the first threshold time is greater than the second threshold time, and the controller (33) further being programmed to, in response to this,that the time until the next planned use is below the second threshold time to heat the interior and not the battery (24).

Description

TECHNICAL AREA The present disclosure relates to a control strategy and a method for preconditioning a traction battery and / or the interior of a motor vehicle. BACKGROUND The need to reduce fuel consumption and emissions in automobiles and other vehicles is well known. Currently, vehicles are being developed that reduce or completely eliminate dependence on internal combustion engines. Electrified vehicles are one type of vehicle currently being developed for this purpose. A key challenge with electric vehicles is increasing their all-electric range. From DE 10 2010 054 427 A1 an exemplary method for conditioning one or more aspects of a vehicle based on a departure time is known. SUMMARY According to one embodiment, a vehicle contains a traction battery, an interior, and a control system.The control unit is programmed to heat the battery and delay heating the interior, at least until the time until the next planned use of the vehicle is below the first threshold, in response to a request to heat both the battery and the interior, and in response to the fact that the time until the next planned use is below the first threshold. The control unit is further programmed to heat both the battery and the interior in response to the fact that the time until the next planned use is below the first threshold and exceeds a second threshold, and to heat the interior and not the battery in response to the fact that the time until the next planned use is below the second threshold, where the first threshold is greater than the second threshold. The invention is based on the objective of optimally controlling the preconditioning of the battery and the interior in order to reduce energy consumption. The problem is solved by the features of claim 1. Advantageous further developments of the invention are described in the dependent claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic representation of an exemplary vehicle. Fig. 2 is a schematic representation of a battery thermal management system and automatic climate control of a vehicle. Fig. 3 is a schematic representation of a battery thermal management system and automatic climate control of another vehicle. Fig. 4 is a schematic representation of Fig. 2, shown in a battery and interior heating mode. Fig. 5 is a schematic representation of Fig. 3, shown in an interior heating mode. Fig. 6 is a flowchart illustrating the logic for preconditioning a vehicle. DETAILED DESCRIPTION Here, embodiments of the present disclosure are described. It is understood, however, that the disclosed embodiments are merely examples and that other embodiments may take different and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. The specific structural and functional details disclosed here should therefore not be interpreted as limiting, but merely as a representative basis for teaching a person skilled in the art how the present invention can be used in various ways.It is understood by the average person skilled in the art that various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to create embodiments not explicitly illustrated or described. The combinations of illustrated features provide representative embodiments for typical applications. However, various combinations and modifications of the features, consistent with the teachings of this disclosure, may be desirable for certain applications or implementations. Fig. 1 shows a schematic representation of a typical battery-electric vehicle (BEV). Certain embodiments can also be implemented in connection with plug-in hybrid electric vehicles. The vehicle 12 contains one or more electric machines 14 mechanically connected to a hybrid transmission 16. The electric machines 14 can operate as a motor or as a generator. If the vehicle is a hybrid electric vehicle, the transmission 16 is mechanically connected to a power unit. The transmission 16 is mechanically connected to the wheels 22 via a drive shaft 20. The electric machines 14 can provide propulsion and deceleration capabilities. The electric machines 14 can also function as generators and provide fuel economy benefits by recovering energy through regenerative braking. A traction battery or battery pack 24 stores energy that can be used by the electric machines 14. The traction battery 24 typically provides a high-voltage direct current output (high-voltage DC output) from one or more battery cell arrays, sometimes called battery cell stacks, within the traction battery 24. The battery cell arrays can comprise one or more battery cells. Battery cells (such as prismatic, pouch, cylindrical, or any other type) convert stored chemical energy into electrical energy. The cells may contain a casing, a positive electrode (cathode), and a negative electrode (anode). An electrolyte allows ions to move between the anode and cathode during discharge and then return during recharging. Terminals allow current to flow out of the cell for use by the vehicle. Different battery assembly configurations are available to address individual vehicle variables, including packaging constraints and performance requirements. The battery cells can be thermally controlled with a thermal management system. Examples of thermal management systems include air cooling systems, liquid cooling systems, and a combination of air and liquid cooling systems. The traction battery 24 can be electrically connected to one or more power electronics modules 26 via one or more contactors (not shown). In the open state, the contactor(s) isolate the traction battery 24 from other components, and in the closed state, they connect the traction battery 24 to other components. The power electronics module 26 can be electrically connected to the electric machines 14 and can provide the capability for bidirectional transfer of electrical energy between the traction battery 24 and the electric machines 14. For example, a typical traction battery 24 can provide a DC voltage, while the electric machines 14 may require a three-phase AC voltage to operate.The power electronics module 26 can convert the DC voltage into a three-phase AC voltage, as required by the electric machines 14. In a recuperation mode, the power electronics module 26 can convert the three-phase AC voltage from the electric machines 14, which serve as generators, into the DC voltage required by the traction battery 24. In addition to providing energy for propulsion, the traction battery 24 can supply energy to other electrical vehicle systems. A typical system may include a DC / DC converter module 28, which converts the high-voltage DC output of the traction battery 24 into a low-voltage DC supply compatible with other vehicle components. Other high-voltage loads, such as air conditioning compressors and electric heaters, can be connected directly to the high-voltage supply without the use of a DC / DC converter module 28. In a typical vehicle, the low-voltage systems are electrically connected to the DC / DC converter and an auxiliary battery 30 (e.g., a 12-volt battery). A battery energy control module (BECM) 33 can communicate with the traction battery 24. The BECM 33 can act as a controller for the traction battery 24 and can also include an electronic monitoring system that controls the temperature and state of charge of each of the battery cells. The traction battery 24 can have a temperature sensor 31, such as a thermistor or other temperature indicator. The temperature sensor 31 can communicate with the BECM 33 to provide temperature data relating to the traction battery 24. The vehicle 12 can be recharged from an external power source 36. The external power source 36 can be a connection to a power outlet connected to an electrical grid, or it can be a local power source (for example, solar energy). The external power source 36 is electrically connected to a vehicle charging station 38. The charger 38 can provide circuitry and controls for regulating and controlling the transfer of electrical energy between the power source 36 and the vehicle 12. The external power source 36 can provide DC or AC electrical power to the charger 38. The charger 38 can have a charging connector 40 for insertion into a charging port 34 of the vehicle 12. The charging connector 34 can be any type of connector designed to transfer power from the charger 38 to the vehicle 12.The charging port 34 can be electrically connected to a charger or an on-board power conversion module 32. The power conversion module 32 can condition the power supplied by the charger 38 to provide the correct voltage and current levels for the traction battery 24. The power conversion module 32 can be coupled to the charger 38 to coordinate the power supply to the vehicle 12. The charging connector 40 can have pins that mate with the corresponding recesses of the charging port 34. In other embodiments, the charging station can be an inductive charging station. Here, the vehicle can include a receiver that communicates with a transmitter of the charging station to wirelessly receive electrical power. The charging station 38 comes in various configurations with different power output capabilities. For example, some stations 38 can deliver between 6 and 10 kilowatts (kW), while others can only deliver 1 to 2 kW. The power output of a charging station depends on the available voltage and the current capacity of the circuitry. The various components discussed may have one or more controllers to manage and monitor their operation. These controllers can communicate via a serial bus (e.g., Controller Area Network (CAN)) or dedicated electrical lines. The controller generally comprises any number of microprocessors, ASICs, ICs, memory (e.g., FLASH, ROM, RAM, EPROM, and / or EEPROM), and software code that work together to execute a range of operations. The controller also includes predefined data, or "lookup tables," based on calculations and experimental data, stored within the memory. The controller can communicate with other vehicle systems and controllers via one or more wired or wireless vehicle connections using common bus protocols (e.g., CAN and LIN).As used here, a reference to "a control" can refer to one or more controls. The traction battery 24, the vehicle interior, and other vehicle components are thermally controlled by one or more thermal management systems. Exemplary thermal management systems are shown in the figures and described below. Referring to Fig. 2, the vehicle 12 comprises a passenger compartment and an engine compartment separated by a transverse bulkhead. Parts of the various thermal management systems may be located in the engine compartment and / or the passenger compartment. The vehicle 12 includes an automatic climate control system 50 with a refrigerant subsystem 53 (mostly not shown), a passenger compartment heating subsystem or circuit 54, and a ventilation subsystem 56. The ventilation subsystem 56 may be located within the passenger compartment's dashboard. The ventilation subsystem 56 includes a housing 59 having an air inlet and an air outlet. The outlet is connected to ducts that distribute the outgoing air into the passenger compartment.A blower motor drives a fan (or an interior blower) 57 to circulate air in the ventilation system 56. The vehicle 12 may also include a battery thermal management system 52 for controlling the temperature of the traction battery 24. The battery thermal management system 52 and the automatic climate control 50 may be fluidically connected to form a single thermal circuit. In some embodiments, the battery thermal management system 52 and the automatic climate control 50 are selectively fluidically connected to form a single thermal circuit under some operating conditions and are separate thermal circuits under other operating conditions. The internal circuit 54 contains a heating heat exchanger 58, an electric heater 60, a pump 62, a first valve 70, a sensor 72, and a line forming a closed circuit for circulating coolant, such as an ethylene glycol mixture. Coolant can be circulated, for example, from the pump 62 via line 64 to the electric heater 60. The electric heater 60 is connected to the heating heat exchanger 58 via line 66. The heating heat exchanger 58 is connected to the pump 62 via line 68. The first valve 70 and the sensor 72 can be located on line 66. Alternatively, line 66 can consist of separate lines, with one line connecting the heater 60 and the first valve 70, and another line connecting the first valve 70 and the heating heat exchanger 58. Valve 70 can be a solenoid valve that is electronically controlled by the controller 51.Dashed lines indicate electrical connections between the controller 51 and the various components. Solid lines indicate coolant lines. The interior circuit 54 is configured to circulate heated coolant to the heater core 58, at least during a heating mode of the automatic climate control 50. The heater core 58 is located in the housing 59 of the heating, ventilation, and air-conditioning (HVAC) system. The electric heater 60 can be electrically connected to the traction battery 24, which provides power to the electric heater 60. The electric heater 60 can contain a resistance heating element that converts electrical energy into heat energy to warm the coolant circulating through the heater 60. The fan 57, located in the HVAC housing 59, circulates air over the heater core 58 to extract heat from the coolant and blows the heated air into the interior to heat the interior.Sensor 72 measures the temperature of the coolant circulating in line 66 and sends a signal to the controller 51 indicating the coolant temperature. Based on this temperature signal, the controller can increase or decrease the heating power of the heater 60. The battery thermal management system 52 can operate in several different modes, such as battery heating mode or battery cooling mode. The battery thermal management system 52 includes a battery coolant circuit 74 that regulates the temperature of the traction battery 24. The battery circuit 74 includes a battery radiator 76, a cooler 78, a pump 80, a second valve 82, a sensor 84, a third valve 86, and a line arranged to circulate a coolant—such as an ethylene glycol mixture—between the various components of the battery cooling circuit 74. For example, the pump 80 circulates coolant to the battery pack 24 via line 98. The sensor 84 can be located upstream of the battery pack 24 on line 98. The sensor 84 detects the temperature of the coolant and sends a signal to the controller 51 indicating the battery coolant temperature.Coolant leaving the battery pack 24 circulates to a four-way connector 100 and, depending on the positioning of valves 82 and 86, either to the battery radiator 76 or to the cooler 78. The battery coolant circuit 74 can cool the traction battery 24 via either the battery radiator 76 or the cooler 78. The cooler 78 dissipates heat by transferring thermal energy from the coolant in the battery circuit 74 to the refrigerant system 53. The battery radiator 76 is located behind a front grille of the vehicle and dissipates heat to the outside air. An inlet channel of the battery radiator 76 is connected to the four-way connector 100 via line 96. An outlet channel of the battery radiator 76 is connected via line 94 to an inlet of the second valve 82. An outlet of the second valve 82 is connected via line 98 back to the pump 80.Another inlet of the second valve 82 is connected via line 92 to an outlet channel of the radiator 78. The second valve 82 may be similar to the first valve 70. The inlet channel of the radiator 78 is connected via line 90 to the third valve 86. The third valve 86 may be similar to the first valve 70. The third valve 86 is connected via line 88 to the four-way connector 100. The third valve 86 may be connected via a first connecting line 102 to line 66 of the internal circuit 54. The four-way connector 100 may be connected via a second connecting line 104 to the first valve 70 of the internal circuit 54. Fig. 3 shows a vehicle 212, which is very similar to vehicle 12, except that the valves and the piping are arranged to allow bypassing of the radiator 278 during certain operating modes. The layout of the internal circuit 254 may be similar to that of Fig. 2 and is not described again here. The battery circuit 274 comprises a battery radiator 276, a cooler 278, a pump 280, a second valve 282, a sensor 284, a third valve 286, and a line arranged to circulate a coolant—such as an ethylene glycol mixture—between the various components of the battery cooling circuit 274. For example, the pump 280 circulates coolant to the battery pack 224 via line 298. The sensor 284 can be located upstream of the battery pack 224 on line 298. Coolant leaving the battery pack 224 circulates to a four-way connector 200 and, depending on the positioning of the valves 270, 282, 286, circulates either to the battery radiator 276 or to the cooler 278. The battery coolant circuit 274 can cool the battery pack 224 either via the battery radiator 276 or the cooler 278.The cooler 278 dissipates heat by transferring thermal energy from the coolant in the battery circuit 274 to the refrigerant system 253. The battery radiator 276 is located behind a front grille of the vehicle and dissipates heat to the outside air. An inlet channel of the battery radiator 276 is connected to the four-way connector 200 via line 296. An outlet channel of the battery radiator 276 is connected to an inlet of the second valve 282 via line 294. An outlet of the second valve 282 is connected to the pump 280 via line 298. Another inlet of the second valve 282 is connected to an outlet channel of the third valve 286 via line 293. An outlet channel of the third valve 286 is connected to an outlet channel of the cooler 278 via line 291. The inlet channel of the cooler 278 is connected to the connector 200 via the line 290.The third valve 286 can be connected to line 266 of the internal circuit 254 via a first connecting line 202. The four-way connector 200 can be connected to line 270 of the internal circuit 254 via a second connecting line 204. Figures 2 and 3 are merely two examples; the present disclosure also considers others. The range of an electric vehicle depends, at least in part, on the amount of energy stored in the battery pack. Current battery technologies are limited by the amount of energy that can be stored in the battery pack. The vehicle's range can be extended by using more battery energy for propulsion and less battery energy for auxiliary systems, such as heating the battery or the passenger compartment. One way to extend the vehicle's range is by preconditioning the vehicle before departure. During preconditioning, the vehicle is electrically connected to the charging station and draws power from the grid. As used here, "grid power" refers to any external electrical power source, such as the electricity grid or a charging station.During preconditioning, power from the grid is used to operate the vehicle systems instead of the battery. The vehicle can be preconditioned before departure by heating the battery, the interior, or both using grid power. The control unit 51 can receive input from a user specifying the next departure time (or the next scheduled usage time), or it can estimate a departure time based on the customer's habits. Based on this departure time, the control unit begins preconditioning one or more of the vehicle systems at an appropriate time before departure. The preconditioning time varies depending on the systems being preconditioned and the ambient conditions. For example, the battery requires a longer preconditioning time than the vehicle interior. Therefore, if heating both systems is requested, the control unit will begin heating the battery before the interior.Furthermore, the battery may require a longer preconditioning time if the air temperature is colder. Preconditioning can be divided into several different modes, such as battery heating mode, battery cooling mode, interior cooling mode, and interior heating mode. These modes can operate simultaneously or individually, depending on vehicle conditions, the time until the next planned use, and the available power from the mains. Some of these modes are described in detail below. With reference to Fig. 4, an exemplary battery heating and interior heating mode is shown. Lines in bold indicate active lines. Heated coolant is circulated to the traction battery 24 and the heater core 58 to raise the temperature of the battery cells and the interior to a set temperature. Instead of providing a pair of dedicated heaters (i.e., one for the battery circuit and one for the interior circuit), the vehicle 12 can have a single heater (for example, the heater 60). In the illustrated embodiment, the valves are actuated to connect the interior circuit 54 and the battery circuit 74 to form a single heating circuit. Thus, coolant heated by the heater 60 can be circulated to the battery circuit 74 via the lines as needed. The controller 51 sends signals to valves 70, 82, and 86, and in response, the valves are actuated to a desired position. For example, valve 70 can be actuated so that coolant leaving heater 60 circulates via connecting line 102 to battery circuit 74. Valve 86 is actuated so that coolant circulates to line 90 and not to line 88. Valve 82 is actuated so that coolant circulates to line 98 and not to line 94. The controller 51 can also send signals to pump 62 and pump 80, instructing the pumps to begin circulating coolant through the heating circuit. The coolant is circulated through connecting line 102 and lines 90, 92, and 98 through heater 60 (where the coolant absorbs heat) and to battery circuit 24.The cells in the battery pack 24 absorb some of the heat energy in the coolant as the coolant flows through the battery pack 24. The coolant then circulates back to the interior circuit 54 via the connecting line 104. The valve 70 is actuated to direct coolant to the heater core 58. The fan 57 circulates air over the heater core 58 and blows warm air into the interior. The coolant leaving the heater core 58 is then circulated back to the pump 62 via the line 68. During heating mode, the controller monitors the various sensors (for example, 72 and 84) and can adjust the heating output of the heater 60 as desired. During battery-only heating mode, the valves and pumps can be actuated as above, but the fan 57 is switched off. Although this preconditioning mode, in conjunction with the one shown in Fig.As described in the embodiment shown in Fig. 2, this mode is equally applicable to the vehicle of Fig. 3. The valves of the heat management system 52 and the automatic climate control 50 can be operated so that the interior circuit 54 and the battery circuit 74 operate as separate heating circuits. This can occur, for example, during preconditioning when only the interior is being heated. Fig. 5 shows the interior of vehicle 212 during preconditioning. In this example, only the interior is heated, not the battery 224. Valve 270 can be actuated to prevent coolant from circulating in connecting line 204 into line 266, and valve 286 can be actuated to prevent coolant from entering line 293 in connecting line 202. In a pure interior heating mode, pump 262 is switched on by control unit 251 to circulate coolant through heater 260 and into valve 270. Valve 270 is actuated to direct coolant via line 266 to the heater core 258. Fan 257 is actuated to blow air over the heater core to heat the interior. The control unit 251 is electronically connected to the sensor 272, which monitors the temperature of the coolant.Based on the coolant temperature, the controller can increase or decrease the heating output of the heater 260 as desired. Although this heating mode is described in connection with the embodiment shown in Fig. 3, this heating mode is equally applicable to the vehicle according to Fig. 2. During a pure interior heating mode, the thermal management system 252 may be inactive with the pump 280 switched off, or it may be active. Since the charging station has a limited power output and the heater has a limited heating capacity, the controller may need to prioritize and select, based on certain conditions, which components should be heated and which should not. Referring to Fig. 6, a control strategy 300 describes an embodiment for preconditioning the vehicle. Control strategy 300 includes logic for selectively heating the battery, the interior, or both based on a time of the next planned use. Control strategy 300 can be implemented by one or more controllers (for example, controller 51) of the vehicle. Control strategy 300 begins at operation 302 by determining whether power is available from the grid. If no power is available from the grid, the vehicle cannot be preconditioned, and the controller returns to the start.When power is available from the grid, the controller determines during operation 304 whether battery or interior heating is required. Battery heating can be requested if the controller determines that the battery temperature is below a threshold temperature and the time until the next scheduled use is less than a threshold time. For example, the battery can be heated if the temperature is below -5° Celsius (C) and the next scheduled use is less than 90 minutes away. The temperature and time that trigger a battery heating request are calibratable. For example, the colder the battery, the sooner the system requests battery heating. Interior heating can be requested based on user preference. For example, the controller can receive input from a user indicating a desired interior temperature.If the controller determines that the interior temperature is below the setpoint, interior heating is requested at a suitable time before the next scheduled use (for example, 15 minutes). In operation 306, the controller determines whether only interior heating is requested. If only interior heating is currently requested, the control system switches to Operation 308, and the interior is heated according to the following steps. The vehicle, for example, vehicle 212, can enter a pure interior heating mode by actuating valves 270 and 286 to specific positions. For example, in Operation 310, the control system can send a signal to valves 270 and 286, instructing them to move to the position shown in Fig. 5. After the valves have been actuated to the correct position, the control system switches to Operation 314, and the heater core pump (for example, pump 262) is switched on, and the coolant is circulated through the heating circuit. In Operation 316, the heater 260 is switched on to heat the coolant.Heat output from the heater can be increased or decreased based on signals from various temperature sensors—which measure the coolant temperature at different points along the heating circuit—to warm the coolant to a set temperature. Operation 318 activates the interior fan. The fan's duty cycle can be determined based on a set interior temperature, the ambient air temperature, and the coolant temperature. The interior can receive heat until its temperature reaches or exceeds a set temperature, or until operating conditions change—at which point the system no longer requests interior heating. If, during Operation 304, it is determined that the interior does not require heat or that the battery requires heat, the control system proceeds to Operation 320. If, during Operation 320, only the battery requires heat, the control system proceeds to Operation 322, and the battery is heated. The vehicle, for example, Vehicle 12, can enter a battery-only heating mode by actuating valves 70, 82, and 86 to specific positions. For example, during Operation 324, the control system can send a signal to valves 70, 82, and 86, directing the valves to the position shown in Fig. 4. After the valves are actuated to the correct position, the control system proceeds to Operation 326, and the battery and heater core pumps are activated, and the coolant is circulated through the heating circuit. During Operation 328, the heater is activated to warm the coolant to a set battery coolant temperature.The heat output of the heater can be increased or decreased based on signals sent by the various temperature sensors that indicate the coolant temperature at different points along the heating circuit. If it is determined that the interior and battery require heating, the controller proceeds to operation 330. In operation 332, the controller determines whether the time from now until the next scheduled use is less than a first time threshold (T1). T1 can be a time longer than the time required to heat the interior. For example, T1 can be in a range between 90 and 30 minutes inclusive. If the time until the next scheduled use is greater than T1, the controller proceeds to operation 322, and only the battery is preconditioned, as preconditioning of the interior is not yet necessary. If, in operation 322, the time until the next scheduled use is less than T1, the controller proceeds to operation 334. In operation 334, the controller determines whether the time from now until the next scheduled use is greater than a second time threshold (T2).For example, T2 can range from 2 to 20 minutes. T2 can represent the optimal time to begin heating the interior. Both T1 and T2 are calibrated values ​​that can be a function of the ambient air temperature, the power output from the mains, and the size of the heat sink. The controller may contain one or more lookup tables that can display several different values ​​for T1 and T2 depending on these parameters. If the time until the next use is no greater than T2, the controller switches to operation 308, and only the interior is preconditioned, as the time until the next scheduled use is too short to have any effect on the battery. If the time until the next use is greater than T2, the controller switches to operation 336. If the time until the next scheduled use is less than T1 and greater than T2, both the interior and the battery are candidates for heating, provided sufficient power is available from the grid. In operation 336, the controller determines whether the available power from the grid (for example, the power supplied by the charging station) exceeds a power threshold (Pt), which represents the minimum power required to heat both the battery and the interior.The power threshold can be based, at least in part, on the ambient air temperature. For example, Pt2 can be set to kW. If the available power from the grid is below Pt, then there is insufficient power available to heat both the interior and the battery. Therefore, one must be prioritized over the other. In control logic 300, the battery is prioritized over the interior. If insufficient power is detected in operation 336, the control system switches to operation 322, and only the battery is heated. However, if sufficient power is available from the grid, the control system switches to operation 338, and both the interior and the battery are preconditioned. In operation 340, the valves are actuated so that both the battery and the interior are heated.For example, valves 70, 82, and 86 are actuated such that the battery cooling circuit 74 and the interior circuit 54 form a single heating circuit, as shown in Fig. 4 and described above. When the battery circuit 74 and the cooling circuit 54 are combined, the heated coolant can circulate to both the battery 24 and the heater heat exchanger 58, allowing both components to be heated. In operation 342, the battery and heater heat exchanger pumps are switched on to circulate coolant through the heating circuit. In some embodiments, only one of the pumps may be operated. In operation 344, the heater is switched on to transfer heat to the coolant, and the interior blower is switched on once the coolant temperature exceeds a threshold, such as 40°C. Sensors 72 and 84 send signals indicating the coolant temperature to the controller 51.Based on these signals, the controller can modify the heating output of heater 60. Control strategy 300 can be executed periodically, for example every 100 milliseconds. Although exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The terms used in the description serve to describe rather than to limit, and it is understood that various modifications can be made without departing from the intent and scope of the disclosure. As previously described, the features of different embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated.While various embodiments may be described as offering advantages or being preferable to other embodiments or implementations of the prior art with respect to one or more desired properties, it is obvious to the average person skilled in the art that compromises are made with regard to one or more features or properties in order to achieve desired characteristics of the overall system, which depend on the specific application and implementation. These properties may include, among others, cost, strength, durability, life cycle costs, marketability, appearance, packaging, size, ease of maintenance, weight, manufacturability, ease of assembly, etc.Embodiments that are described as less desirable than other embodiments or implementations corresponding to the prior art with respect to one or more properties are therefore not outside the scope of protection of the disclosure and may be desirable for certain applications. It is further described as follows: A. Vehicle comprising: a traction battery; an interior; and a controller programmed to heat the battery and delay heating the interior, at least until the time until the next scheduled use of the vehicle exceeds a first threshold time, in response to a request to heat both the battery and the interior, and when the time until the next scheduled use exceeds a first threshold time. B. Vehicle according to A, wherein the controller is further programmed to heat both the battery and the interior in response to the time until the next scheduled use being below the first threshold time and exceeding a second threshold time, wherein the first threshold time is greater than the second threshold time. C.Vehicle according to B, wherein the control system is further programmed to heat the battery and not the interior in response to the fact that the power available from a charging station falls below a threshold power. D. Vehicle according to C, wherein the control system is further programmed to heat the battery and the interior in response to the fact that the power supply exceeds the threshold power. E. Vehicle according to B, wherein the control system is further programmed to heat the interior and not the battery in response to the fact that the time until the next scheduled use is below the second threshold time. F. Vehicle according to A, wherein the control system is further programmed to heat the battery only when a vehicle charging port is receiving power. G. Vehicle according to B, wherein the first threshold time is between 30 and 120 minutes and the second threshold time is between 2 and 25 minutes. H.Vehicle comprising: a battery; a thermal circuit arranged to circulate coolant through the battery, a heater, a pump, and valves; a controller programmed to, in response to a request to heat both the battery and an interior, and when the time until the next scheduled use of the vehicle exceeds an initial threshold time, switch off an interior fan, switch on the pump and the heater, and actuate the valves so that the battery receives heated coolant.Vehicle according to H, wherein the heating circuit is further arranged to circulate coolant through a heater heat exchanger, wherein the control is further programmed, in response to the fact that the time until the next scheduled use is below the first threshold time and exceeds a second threshold time, to actuate the valves so that the battery and the heater heat exchanger receive heated coolant, and to switch on the interior blower to heat the interior, and wherein the first threshold time is greater than the second threshold time. J. Vehicle according to I, wherein the control is further programmed, in response to the fact that the amount of power available from a charging station is below a threshold power, to switch off the interior blower. K.Vehicle according to J, wherein the control unit is further programmed, in response to the power quantity exceeding the threshold power, to actuate the valves to circulate heated coolant to the battery and the heater core and to actuate the interior blower. L. Vehicle according to I, wherein the control unit is further programmed, in response to the time until the next scheduled use being below the second threshold time, to actuate the valves so that the heater core receives heated coolant and the battery does not receive heated coolant, and to switch on the interior blower to heat the interior. M. Vehicle according to H, wherein the control unit is further programmed to switch on the pump and the heater and to actuate the valves only when a vehicle charging port is receiving power from a charging station. N.Vehicle according to H, wherein the heating circuit further comprises a battery circuit configured to circulate coolant through the battery and a first valve, and an interior circuit configured to circulate coolant through a heater core, the heater, and a second valve, wherein a first line establishes a fluidic connection between the first valve and the interior circuit, and a second line establishes a fluidic connection between the second valve and the battery circuit, and wherein the controller is further programmed to actuate the first and second valves such that heated coolant is circulated to both the battery and the heater core when the time until the next scheduled use is below a first threshold time and above a second threshold time. O.Method for preconditioning a vehicle containing an interior and a traction battery and configured to receive power from a charging station, the method comprising: receiving a request to heat both the battery and the interior; heating the battery while the vehicle is receiving power from the charging station in response to the fact that the time until the next scheduled use of the vehicle exceeds a first threshold time; and delaying the heating of the interior at least until the time until the next scheduled use is below the first threshold time. P. Method according to O, further comprising heating both the battery and the interior in response to the fact that the time until the next scheduled use is below the first threshold time and exceeds a second threshold time. Q.Method P, further comprising heating the battery and not the interior in response to the fact that the amount of power available from the charging station is below a threshold power level. R. Method Q, further comprising heating both the battery and the interior in response to the fact that the amount exceeds the threshold power level. S. Method P, further comprising heating the interior and not the battery in response to the fact that the time until the next scheduled use is below the second threshold time. T. Method P, wherein the first threshold time is between 30 and 120 minutes and the second threshold time is between 2 and 25 minutes. Key to symbols: Fig. 6 START NO YES 302 IS POWER AVAILABLE FROM THE MAINS? 304 BATTERY OR INTERIOR HEATING REQUIRED? 306 INTERIOR HEATING ONLY? 308 INTERIOR 310 OPERATE VALVES 314 OPERATE HEATING HEAT EXCHANGER PUMP 316 OPERATE HEATING 318 OPERATE INTERIOR FAN 320 BATTERY HEATING ONLY? 322 BATTERY 324 OPERATE VALVES 326 OPERATE BATTERY AND HEAT EXCHANGER PUMPS 328 OPERATE HEATING 330 BOTH INDOOR AND BATTERY HEATING REQUIRED 332 TIME FROM NOW TO NEXT USE TIME < T1? 334 TIME FROM NOW TO NEXT USE TIME > T2? 336 IS AVAILABLE POWER > PT? 338 BOTH BATTERY AND INDOOR HEATING 340 OPERATE VALVES 342 OPERATE BATTERY AND HEATING HEAT EXCHANGER PUMPS 344 OPERATE HEATING AND INDOOR FAN

Claims

Vehicle (12), comprising: a traction battery (24); an interior; and a controller (33) programmed to heat the battery (24) and to delay heating the interior, at least until the time until the next scheduled use of the vehicle (12) is below the first threshold time, in response to a request to heat both the battery (24) and the interior, and in response to the fact that the time until the next scheduled use exceeds a first threshold time, the controller (33) further being programmed to heat both the battery (24) and the interior in response to the fact that the time until the next scheduled use is below the first threshold time and exceeds a second threshold time, characterized in that the first threshold time is greater than the second threshold time, and the controller (33) further being programmed to, in response to this,that the time until the next planned use is below the second threshold time to heat the interior and not the battery (24). Vehicle (12) according to claim 1, wherein the control unit (33) is further programmed to heat the battery (24) and not the interior in response to the fact that the amount of power available from a charging station (38) is below a threshold power. Vehicle (12) according to claim 2, wherein the control unit (33) is further programmed to heat the battery (24) and the interior in response to the fact that the power output exceeds the threshold power. Vehicle (12) according to claim 1, wherein the control unit (33) is further programmed to heat the battery (24) only when a vehicle charging port (40) receives power. Vehicle (12) according to claim 1, wherein the first threshold time is between 30 and 120 minutes and the second threshold time is between 2 and 25 minutes.

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