Battery warm-up control method, and battery warm-up control device

Abstract

To provide a battery warm-up control method, and a battery warm-up control device which can suppress deterioration of electric power consumption.SOLUTION: A battery warm-up control method of an electric vehicle with a battery that can be charged through supply of an external power source and a warm-up part heating the battery comprises: a spot information acquisition step which acquires route information to a charging spot where the battery is charged; a charging amount increment calculation step which calculates charging amount increment indicating change of charging amount when arriving at the charging spot while previous heating is performed by the warm-up part in comparison with a case when arriving at the charging spot while the previous heating is not performed by the warm-up part; a power consumption amount calculation step which calculates power consumption amount when the previous heating is performed by the warm-up part; and a heating control step where the previous heating of the battery is not performed when the charging amount increment is the power consumption amount or less, and the previous heating of the battery is performed when the charging amount increment is more than the power consumption amount.SELECTED DRAWING: Figure 10

Description

[Technical Field]

[0001] The present invention relates to a battery warm-up control method and a battery warm-up control device for an electric vehicle. [Background technology]

[0002] BACKGROUND ART Conventionally, a technique for warming up a battery before charging is known as a charging control for a battery in an electric vehicle (see, for example, Patent Document 1). The vehicle battery temperature control device in Patent Document 1 controls the temperature of the battery by temperature control while the vehicle is traveling when a charging spot is specified as the destination in the navigation system. It also monitors the battery temperature and controls the battery temperature so that it does not deviate from the charging temperature range. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2011-152840 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, Patent Document 1 does not consider the balance between the amount of power consumed to regulate the battery temperature and the amount of charge at a charging spot. As a result, there is a problem that the total energy balance may become negative, which may worsen the electricity consumption rate (hereinafter referred to as electricity efficiency).

[0005] An object of the present invention is to provide a battery warm-up control method and a battery warm-up control device that can suppress deterioration in power efficiency. [Means for solving the problem]

[0006] A battery warm-up control method according to a first aspect of the present disclosure is a battery warm-up control method for an electric vehicle equipped with a battery that can be charged by supplying external power and a warm-up unit that heats the battery, and includes the following steps: a spot information acquisition step for acquiring route information to a charging spot where the battery is charged; a charge increase calculation step for calculating a charge increase amount that indicates the change in the amount of charge when the vehicle arrives at the charging spot after performing pre-heating by the warm-up unit, compared to when the vehicle arrives at the charging spot without performing pre-heating by the warm-up unit; a power consumption calculation step for calculating the amount of power consumed when the pre-heating is performed by the warm-up unit; and a heating control step for not performing pre-heating of the battery if the charge increase amount is less than or equal to the amount of power consumed, and for performing pre-heating of the battery when the charge increase amount is greater than the amount of power consumed.

[0007] A battery warm-up control device according to a second aspect of the present disclosure is a battery warm-up control device for an electric vehicle equipped with a battery that can be charged by supplying external power and a warm-up unit that heats the battery, and includes: a spot information acquisition unit that acquires route information for a charging spot where the battery is charged; a charge increase amount calculation unit that calculates a charge increase amount that indicates the change in the amount of charge when the vehicle arrives at the charging spot after performing pre-heating by the warm-up unit, compared to when the vehicle arrives at the charging spot without performing pre-heating by the warm-up unit; a power consumption calculation unit that calculates the amount of power consumption when the pre-heating is performed by the warm-up unit; and a heating control unit that does not perform pre-heating of the battery when the charge increase amount is less than or equal to the amount of power consumption, and performs pre-heating of the battery when the charge increase amount is greater than the amount of power consumption. [Effects of the Invention]

[0008] In the present invention, the battery is preheated only when the charge increment is greater than the power consumption due to preheating of the battery, and is not preheated when the power consumption exceeds the charge increment, thereby suppressing deterioration in power consumption due to preheating of the battery. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic diagram showing the overall configuration of an electric vehicle equipped with a battery warm-up control device according to a first embodiment of the present disclosure; [Figure 2] FIG. 10 is a diagram showing an example of the charge amount of a battery in a predetermined time period relative to the battery temperature at the start of charging. [Figure 3] FIG. 2 is a block diagram showing the configuration of a controller and the functional configuration of a processor according to the first embodiment. [Figure 4] FIG. 4 is a diagram showing an example of a change in battery temperature when the battery is heated. [Figure 5] FIG. 10 is a diagram showing an example of the relationship between the battery heating time and the remaining battery charge. [Figure 6] FIG. 10 is a diagram showing an example of map data for calculating power consumption heating time, in which the amount of power consumption for each heater output and the time required for heating are recorded. [Figure 7] FIG. 4 is a diagram showing an example of map data (first map data) for charge calculation in which the gradient of the charge increase amount for each battery temperature section is recorded. [Figure 8] FIG. 4 is a diagram for explaining a method for calculating a break-even temperature rise amount according to the first embodiment. [Figure 9] FIG. 10 is another diagram for explaining the method for calculating the break-even temperature rise amount according to the first embodiment. [Figure 10] 3 is a flowchart showing a battery warm-up control method according to the first embodiment. [Figure 11] 4 is a flowchart showing a charge increment calculation step according to the first embodiment; [Figure 12] 4 is a flowchart showing a power consumption calculation step according to the first embodiment. [Figure 13] 10 is a flowchart showing a battery warm-up control method according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] [First embodiment] A first embodiment of the present invention will be described below. [Overall configuration of electric vehicle] FIG. 1 is a diagram showing a schematic configuration of an electric vehicle equipped with a controller 80 that functions as a battery warming control device of the present disclosure. As shown in FIG. 1, the electric vehicle 1 includes a battery 10, a vehicle drive device 20, an HVAC 30 (Heating-Ventilation-Air Conditioning), a battery temperature control circuit 40, a battery controller 50, a navigation device 60, various sensors (e.g., a battery thermosensor 71, a position detection sensor 72, etc.), a controller 80, and the like. Hereinafter, each component will be described.

[0011] [Configuration and Characteristics of Battery 10] The battery 10 supplies power to each component of the electric vehicle 1 such as the vehicle drive device 20 of the electric vehicle. The battery 10 is a rechargeable secondary battery, and in the electric vehicle 1 of the present disclosure, it is charged by connecting to a charger provided at a charging spot to supply external power. Such a battery 10 generally has a different chargeable amount depending on the temperature of the battery 10 (hereinafter referred to as the battery temperature).

[0012] FIG. 2 is a diagram showing an example of the charge amount of the battery 10 at a predetermined time with respect to the battery temperature at the start of charging. For example, as shown in FIG. 2, the battery 10 has an increasing charge amount as the battery temperature at the start of charging increases. In the battery 10 shown in FIG. 2, the charge amount increases as the battery temperature rises. The change in the charge amount with respect to the change in the battery temperature (the slope of the straight line in FIG. 2) is different for each battery temperature range. For example, in the example of FIG. 2, the slope at the battery temperature T2 (T1 < T2) is smaller than the slope at the battery temperature T1.

[0013] [Configuration of Vehicle Drive Device 20] The vehicle drive device 20 will be briefly described. The vehicle drive device 20 is driven based on the control of the controller 80 to run the electric vehicle 1. The vehicle drive device 20 includes an inverter 21, a drive motor 22, a reduction gear 23, drive wheels 24, and the like. The inverter 21 is provided between the battery 10 and the drive motor 22, and converts the direct current input from the battery 10 into alternating current and outputs it to the drive motor 22. It also converts the alternating current input from the drive motor 22 into direct current and inputs it to the battery 10. The inverter 21 controls the current output to the drive motor 22 based on a speed command input from the controller 80. As a result, the drive motor 22 is driven to generate a rotational drive force, which is transmitted to the drive wheels 24 via the reducer 23. The reducer 23 reduces the rotational drive force from the drive motor 22 at a predetermined gear ratio based on the control of the controller 80 and transmits it to the drive wheels 24. The vehicle drive device 20 may be configured to have a front drive mechanism and a rear drive mechanism. In this case, the inverter 21, the drive motor 22, and the reducer 23 may each include a front drive mechanism and a rear drive mechanism, and the front drive wheels of the drive wheels 24 may be driven by the front drive mechanism, and the rear drive wheels of the drive wheels 24 may be driven by the rear drive mechanism.

[0014] Furthermore, the vehicle drive device 20 controls the inverter 21 to pass a d-axis current for generating magnetic flux in the drive motor 22, thereby generating heat in the motor coil without affecting the rotational drive of the motor (so-called d-axis discharge). The heat generated by the d-axis discharge may be transferred from a battery temperature control circuit 40 (described later) to the battery 10 to heat the battery 10. In this case, the vehicle drive device 20 functions as a heater in the warm-up section of the present disclosure.

[0015] [Configuration of HVAC 30 and battery temperature control circuit 40] The HVAC 30 is an air conditioning control system for the interior of the electric vehicle 1, and adjusts the temperature inside the vehicle. The HVAC 30 is provided with a heat pump including, for example, an evaporator for cooling the air inside the vehicle, a condenser for heating the air inside the vehicle, exterior heat exchange means that functions as an evaporator and a condenser, and a chiller that exchanges heat with the battery temperature control circuit 40.

[0016] The battery temperature control circuit 40 is a circuit that adjusts the temperature of the battery, and as described above, the chiller enables heat exchange with the heat pump system of the HVAC 30. The battery temperature control circuit 40 adjusts the temperature of the battery 10 by absorbing or releasing heat from the heat pump of the HVAC 30 via the chiller.

[0017] In this embodiment, the HVAC 30 functions as one of the heating units of the present disclosure and heats the battery 10 via the battery temperature control circuit 40, but is not limited to this. The heating unit that heats the battery 10 may be, for example, a battery heater configured with a PTC heater or the like. Furthermore, as described above, a d-axis current may be passed through the drive motor 22 of the vehicle drive device 20, and heat generated by d-axis discharge may be transferred from the battery temperature adjustment circuit 40 to the battery 10.

[0018] [Configuration of battery controller 50] The battery controller 50 performs various processes related to the battery 10, such as charging and discharging the battery 10 and detecting the state of charge (SOC) of the battery 10. The battery 10 also includes a battery thermosensor 71, and the battery controller 50 detects a battery temperature signal corresponding to the battery temperature output from the battery thermosensor 71 and outputs the signal to the controller 80.

[0019] [Configuration of navigation device 60] The navigation device 60 displays a map on a display (not shown) installed inside the vehicle, displays the current position of the electric vehicle 1 and the route to the destination on the map, and provides guidance on the driving route of the electric vehicle 1 by screen display and audio output. Specifically, the navigation device 60 is equipped with a position detection sensor 72 such as a GNSS (Global Navigation Satellite System), and acquires map information and facility information within a predetermined distance range centered on the current position of the electric vehicle 1 detected by the position detection sensor 72, and displays them on a display. In addition, the navigation device 60 sets a predetermined point such as a facility specified by the user as a destination or a waypoint, calculates a route from the current position to the destination or waypoint, displays it on a display, and provides guidance along that route. At this time, the navigation device 60 calculates a travel time t reach is further calculated. The map information displayed by the navigation device 60 and facility information regarding various facilities on the map may be stored in a data storage device built into the navigation device 60, or may be stored in the memory unit 81 (see Figure 3) of the controller 80, or the map information and facility information stored in a specified data server may be referenced via the Internet. The facility information includes not only the location of the facility on a map but also detailed information about the facility. For example, if the facility information is a charging spot where the battery 10 is charged, the facility information includes the charging output that can be supplied by the charger at the charging spot, the number of ports on the charger, etc. Furthermore, when facility information is acquired from a predetermined data server via the Internet, predicted usage information that predicts the degree of congestion at the charging spot and the number of ports that are not being used by other users may also be acquired.

[0020] In this embodiment, a route charging flag can be set by a setting input by the user. When the route charging flag is set, the navigation device 60 acquires the state of charge (SOC) of the battery 10 from the controller 80, and when the SOC is less than a predetermined value, the navigation device 60 may prompt the user to set a charging spot as a destination or a stopover point. Alternatively, when the route charging flag is set and the SOC is less than a predetermined value, the navigation device 60 may automatically set the nearest charging spot as a destination or a stopover point. Then, the navigation device 60 acquires route information (travel time t reach The controller 80 outputs the facility information (including the charging output amount, the number of ports, predicted usage information, etc.) and facility information (including the charging output amount, the number of ports, predicted usage information, etc.).

[0021] In this embodiment, as an example, a configuration in which the electric vehicle 1 is equipped with a navigation device 60 is illustrated, but instead of the navigation device 60, a portable terminal such as a smartphone, tablet terminal, or notebook personal computer that can detect the current location may be used. That is, by installing a navigation application software program on a portable terminal having a position detection sensor that detects the current position, it is possible to display a map on the display and display and guide the user's current position and a route to the destination on the map, similar to the navigation device 60. The electric vehicle 1 may be equipped with a short-range communication device such as Bluetooth (registered trademark) or infrared communication, and may receive map information, the user's current position on the map, route information from the current position to the destination, facility information, etc. from the portable terminal by communicating with the short-range communication device.

[0022] [Configuration of various sensor groups] Various sensors are mounted on the electric vehicle 1. These sensors include the battery thermosensor 71 described above, a position detection sensor 72 that detects the current position of the electric vehicle 1, and the like. Although not shown, the various sensors also include an accelerator opening sensor that detects an accelerator opening, a vehicle speed sensor that detects vehicle speed, an acceleration sensor that detects acceleration, and the like. In addition, a room temperature sensor that detects the temperature inside the electric vehicle 1, an outside air temperature sensor that detects the outside air temperature, an object detection sensor that detects objects around the electric vehicle 1, and the like may be mounted.

[0023] [Controller 80 Configuration] The controller 80 is a computer that controls various operations of the electric vehicle 1, such as driving control of the electric vehicle 1 and warm-up control of the battery. Note that, although an example in which one controller 80 is provided in the electric vehicle 1 is shown here, a drive control controller for driving control, a warm-up control controller for warm-up control of the battery, etc. may also be provided as separate units.

[0024] FIG. 3 is a schematic diagram showing the functional configuration of the controller 80 and the functional configuration of the processor 82. As shown in FIG. The controller 80 functions as a battery warm-up control device of the present disclosure, and includes a storage unit 81 such as a memory that stores various information, and one or more processors 82, as shown in FIG. The data stored in the storage unit 81 includes route information and facility information received from the navigation device 60, various information related to battery charging, various information related to battery warm-up control, etc. These pieces of information will be described in detail later. The storage unit 81 also stores a battery warm-up control program and various programs related to vehicle running.

[0025] 3, the processor 82 functions as a spot information acquisition unit 821, a temperature prediction unit 822, a power consumption calculation unit 823, a charge increase amount calculation unit 824, a break-even calculation unit 825, a heating time calculation unit 826, a heating control unit 827, etc. Note that in the present disclosure, the functions of the processor 82 related to the battery warm-up control device will be described, and a description of the functions related to other control of the electric vehicle 1 will be omitted, but the processor 82 may have various functions related to various controls such as driving and braking of the electric vehicle 1.

[0026] [Function of Spot Information Acquisition Unit 821] The spot information acquisition unit 821 acquires information on charging spots where the battery 10 is charged. For example, when a flag indicating that charging is on the route is set and the SOC of the battery 10 is below a predetermined value, the spot information acquisition unit 821 acquires route information from the navigation device 60 to the charging spot and facility information related to the charging spot. As described above, the route information from the current position to the charging spot includes the travel time t reach As described above, a mobile terminal owned by the user may be used instead of the navigation device 60. In this case, the spot information acquisition unit 821 communicates with the mobile terminal and acquires route information including travel time and facility information related to the filling spot from the mobile terminal.

[0027] [Function of temperature prediction unit 822] The temperature prediction unit 822 calculates (predicts) the battery temperature when the electric vehicle 1 arrives at the charging spot. Specifically, the temperature prediction unit 822 calculates the battery temperature when the battery 10 is not warmed up, that is, when the battery is not preheated, when the electric vehicle 1 arrives at the charging spot. When the battery 10 is not preheated, the battery temperature when the electric vehicle 1 arrives at the charging spot is calculated based on the reference temperature T base This becomes: Reference temperature T base The calculation of can be based on, for example, the outside air temperature, the vehicle speed of the electric vehicle 1, etc. For example, the amount of temperature change per unit time of the battery in the case where pre-heating is not performed is data mapped against the outside air temperature and the vehicle speed, and stored as temperature prediction mapping data in the storage unit 81. As a result, the temperature prediction unit 822 can calculate the travel time t reach and the reference temperature prediction mapping data, the reference temperature T base can be calculated. The temperature prediction unit 822 calculates the temperature using a predetermined function, the outside temperature, the vehicle speed, and the travel time t reach Using these parameters, the reference temperature T base may be calculated.

[0028] [Functions of the power consumption calculation unit 823] The power consumption calculation unit 823 calculates the power consumption when the battery 10 is warmed up (heated up) by pre-heating. FIG. 4 is a diagram showing an example of a change in battery temperature when the battery 10 is heated. When the battery 10 is heated, there is a period in which the battery temperature does not change for a predetermined time from the start of heating, as shown in Figure 4. After that, the battery temperature rises approximately linearly with a gradient according to the heater output. Hereinafter, the period during which the battery temperature does not change after the start of heating is referred to as the "no-change period." The period during which the battery temperature increases approximately linearly is referred to as the "heat-up period." The power consumption due to pre-heating is the sum of the power consumption during the no-change period and the power consumption during the heat-up period.

[0029] Here, the amount of power consumption during the temperature rise period and the amount of power consumption during the no-change period will be described. FIG. 5 is a diagram showing an example of the relationship between the battery heating time and the remaining battery capacity. 4, when the battery 10 is heated to increase its temperature from T1 to T2, it is assumed that the temperature increase period is from time t1 to time t2. Also, in FIG. 5, it is assumed that the remaining battery charge of the battery 10 is E during the temperature increase time t2-t1 from T1 to T2. _heat12 If heating is not performed, the remaining battery power decreases by E _without_heat12 In this case, the power consumption per unit temperature during the preheating time t2-t1 (i.e., the gradient of the power consumption) G _heat12 can be calculated using the following formula (1). [Number 1] G _heat12 =(E _heat12 -E _without_heat12 ) / (T2-T1) …(1)

[0030] Although not shown in FIG. 5, the power consumption E _delay can be calculated in the same way. In other words, during the no-change period, the remaining battery capacity is E_heat01 In addition, if heating is not performed, the remaining battery power for the same period will be E _without_heat01 In this case, the power consumption during the no-change period is E _delay can be calculated using the following formula (2). [Number 2] E _delay =E _heat01 -E _without_heat01 …(2)

[0031] The above is also the power consumption per unit temperature G _heat12 and the power consumption during the no-change period E _delay However, the amount of decrease in SOC per unit temperature or the amount of decrease in SOC during a no-change period may also be calculated.

[0032] In this embodiment, the power consumption E during the no-change period for each heater output is _delay and the gradient of the power consumption during the temperature rise period (power consumption per unit temperature G _heat12 ) are data mapped in advance and stored as map data for calculating power consumption heating time (corresponding to the second map data and third map data of the present disclosure) in the storage unit 81. Then, the power consumption calculation unit 823 calculates the amount of power consumption using the heater output and the map data for calculating power consumption heating time. FIG. 6 is a diagram showing an example of map data for calculating power consumption heating time, in which the amount of power consumption for each heater output and the time required for heating are recorded. 6, the heater output is the output of each heater constituting the warm-up section, and examples thereof include the output power of the compressor that compresses and pressurizes the refrigerant when the HVAC 30 is used as the warm-up section, the d-axis command value when the drive motor 22 generates heat by discharging the d-axis, and the voltage output value to the PTC heater when a PTC heater is used as a battery heater. The map data for calculating the power consumption heating time includes the power consumption G per unit temperature change corresponding to each heater output as the power consumption during the temperature rise period. _heat , and the power consumption during the no-change period are recorded. In addition, when the type of heating unit (for example, HVAC 30, d-axis discharge, dedicated battery heater, etc.) that heats up the battery 10 can be selected, the power consumption G per unit temperature change is calculated for each selectable heating unit and heater output of the heating unit. _heat The amount of power consumption during the period of time when the temperature is low and the period of time when the temperature is constant may be data mapped and stored as map data for calculating the heating time and the power consumption. Furthermore, the power consumption per unit temperature change for each outside temperature G _heat Alternatively, map data for calculating the power consumption heating time may be prepared, which is a data mapping of the power consumption during the period of time when the temperature does not change, and the power consumption during the period of time when the temperature does not change. In this case, more detailed power consumption due to the difference in outside temperature can be calculated. Furthermore, as shown in Figure 6, the time required for a unit temperature change during the temperature rise period for each heater output, t _ The time required for the unit temperature change during the temperature rise period, t_delay, and the time required for the no-change period, t_delay, are also recorded as map data for calculating the power consumption heating time. _ The unit and the time required for the no-change period t_delay are mainly determined by the heating time t heat In addition, in the case where the type of heating section can be selected as above, the required time per unit temperature change in the heating period t _ The unit and the time required for the no-change period, t_delay, are recorded. Also, the time required for a unit temperature change during the temperature rise period for each outside temperature, t _ The unit and the time required for the no-change period, t_delay, may be recorded.

[0033] The power consumption calculation unit 823 of this embodiment detects the heater output related to heating of the battery 10, and calculates the power consumption G per unit temperature change corresponding to the heater output from the power consumption heating time calculation map data. _heat and the power consumption during the no-change period E _delay Then, the power consumption calculation unit 823 reads out the reference temperature T base The amount of power consumption Y relative to the amount of temperature rise T from _heat is calculated using the following formula (3). [Number 3] Y_heat =G _heat T+E _delay …(3)

[0034] [Functions of the charge increase amount calculation unit 824] The charge increment calculation unit 824 calculates the battery temperature (reference temperature T base ) and calculate the charge increase. As shown in Figure 2, the charge amount that battery 10 can charge within a given time varies depending on the battery temperature, and the charge amount increases as the temperature rises. Also, the change in the charge increase amount relative to the temperature rise varies depending on the battery temperature range. For example, in the example of Figure 2, the change in the charge increase amount after temperature T2 is more gradual than below T2. The charge increment calculation unit 824 calculates the reference temperature T base The gradient of the charge increase in G _charge , i.e., the charge increment Y based on the charge per unit temperature change. _charge Calculate.

[0035] Also, the gradient of the charge increase G _charge As described above, varies depending on the battery temperature range, and also varies depending on the SOC at the start of charging and the charging output of the charger at the charging spot. For example, when the SOC is low, the gradient of the charge increment tends to be steep, and when the SOC is high, the gradient of the charge increment tends to be shallow. The SOC at the time of arrival at the charging spot is calculated by multiplying the current SOC of the battery 10 detected by the battery controller 50 by the travel time t from the current position to the charging spot based on the route information. reach It can be estimated based on the following.

[0036] The charge increment also changes depending on the charger output. For example, if the charge output is large, the increment slope G _charge The charging output also changes depending on the number of charger ports at the charging spot. For example, in the case of a single port, the available charging output can be monopolized, so the gradient of the charging increase becomes steeper. On the other hand, in the case of a multi-port, when other vehicles are using the port, the gradient of the charge increase G _charge For example, in a two-port charger, if another vehicle uses one port, the charging output that the charger can supply is halved, so the gradient of the charging increase G _charge The charging output amount of the charger at the charging spot is obtained from the facility information acquired by the spot information acquisition unit 821, and if the facility information includes the estimated port to be used when arriving at the charging spot, the charging output amount can be grasped in more detail. Furthermore, even in multi-port chargers, the charging output that can be supplied by each port may differ depending on the charger manufacturer and type. For example, even when a two-port charger is used by two vehicles, the charging output may not necessarily be halved, and one of the ports may be prioritized. For this reason, the facility information may further include detailed charger information about the manufacturer and type of charger installed at the charging spot. In this case, if the charging output amount for each charger meter and charger type is stored in advance in the storage unit 81, it is possible to obtain a more detailed charging output amount corresponding to the charger installed at the charging spot from the detailed charger information. However, in the case of a charging spot (charger) that supplies a charging output amount greater than the current density or voltage of the electrodeposition limit of the battery 10, the charge increment calculation unit 824 corrects the charging output amount so that the current density or voltage is less than the electrodeposition limit, and calculates the gradient G _charge Ask for.

[0037] Figure 7 shows the gradient of the charge increase G for each battery temperature range. _charge FIG. 10 is a diagram showing an example of map data for charge calculation in which the following is recorded: In this embodiment, the gradient G of the charge increase amount for each battery temperature range as shown in FIG. _charge The data is mapped for each SOC at the start of charging and for each available charging output amount at the charging spot, and is stored in the storage unit 81 as map data for charge calculation (first map data). As a result, the charge increment calculation unit 824 calculates the SOC prediction result at the time of arrival at the charging spot, the facility information acquired by the spot information acquisition unit 821, and the battery temperature (reference temperature T base ) and the corresponding gradient of the charge increase G _charge can be obtained from the map data for charge calculation.

[0038] [Functions of the break-even calculation unit 825] The break-even calculation unit 825 calculates the reference temperature T base Break-even temperature rise T be Calculate. 8 and 9 are diagrams for explaining a method for calculating the break-even temperature rise. base 1 is a graph showing the amount of temperature rise due to pre-heating on the horizontal axis and the amount of charge increase and power consumption on the vertical axis, with the value of 1 being the reference (origin). In Figures 8 and 9, line A indicates the reference temperature T base When the temperature of the battery 10 is increased by pre-heating, the charge increase amount Y _charge The line B indicates the amount of power consumed by preheating Y _heat Line A has a slope of G _charge and line B has an intercept E _delay , the slope is G _heat Figure 8 shows the temperature at the reference temperature T base 9 shows an example where the reference temperature T base is T2 (T2>T1).

[0039] The break-even calculation unit 825 calculates the intersection of the line A and the line B, that is, the charge increment Y _charge and power consumption Y _heat The temperature rise at the point where these two values are equal is called the break-even temperature rise T be This break-even temperature rise T be At a temperature rise lower than Y _heat is the charge increase amount Y _charge On the other hand, in Figure 8, the break-even temperature increase T beAt a temperature rise higher than _charge is the power consumption Y _heat This indicates a positive energy balance. In the pattern shown in Figure 8, the battery temperature is increased by the break-even temperature increase amount T be On the other hand, as shown in the pattern in Figure 9, when the power consumption per unit temperature change G _heat and the charge increase per unit temperature change (the gradient of the charge increase G _charge ) and may be the same value. In this case, the battery temperature will not exceed the break-even temperature increase amount T be Even if the temperature exceeds this, the energy balance will be 0. In other words, even if pre-heating is performed, the energy balance will not become negative, but it will not become positive either.

[0040] [Function of heating time calculation unit 826] The heating time calculation unit 826 calculates the break-even temperature rise T be Heating time t heat In other words, the reference temperature T base Break-even temperature rise T be The heating time t required to raise the battery temperature by heat Calculate. Specifically, the heating time calculation unit 826 calculates the heating time t required for temperature increase. heat The break-even temperature rise T be , the time required for the no-change period t _delay , the time required for a unit temperature change according to the heater output, t _unit is calculated using the following formula (4). [Number 4] t heat =T be ·t _unit +t_ delay …(4)

[0041] As shown in Figure 6, the time required for the no-change period for each heater output is t _delay , the time required per unit temperature change during the temperature rise period t _unitis stored in the map data for calculating the power consumption heating time. Therefore, the heating time calculation unit 826 calculates the break-even temperature rise T be Therefore, the heating time t heat Calculate.

[0042] [Function of heating control unit 827] The heating control unit 827 calculates the charge increment Y _charge is the power consumption Y _heat If the battery 10 exceeds the predetermined value, pre-heating is performed, and the charging increment Y _charge is the power consumption Y _heat In the following cases, the battery temperature control circuit 40 and the warming unit (e.g., the HVAC 30, the d-axis discharge using the vehicle drive device 20, the battery heater, etc.) are controlled so as not to preheat the battery 10. That is, the heating control unit 827 controls the break-even temperature increase amount T be Heating time t heat is the travel time t reach On the other hand, the heating control unit 827 starts pre-heating of the battery 10 when the heating time t heat is the travel time t reach 9, the battery 10 is not preheated. be Even if the energy balance is 0 even if the temperature is exceeded, pre-heating will not be performed.

[0043] [Battery warm-up control method in electric vehicle 1] Next, a battery warm-up control method for the electric vehicle 1 equipped with the above-described battery warm-up control device will be described. FIG. 10 is a flowchart relating to the battery warm-up control method of this embodiment. In the electric vehicle 1 of this embodiment, the controller 80 first determines whether or not the route charging flag is set to "Yes" (for example, 1) (step S1). If the determination in step S1 is NO, that is, if the charging route is not set, the process ends. If the determination in step S1 is YES, the controller 80 determines whether a charging spot has been set as a destination or a stopover in the navigation device 60 (step S2). If the determination in step S2 is NO, the process ends. Alternatively, the controller 80 may prompt the navigation device 60 to set a charging spot as the destination or a stopover, and prompt the user to set the charging spot as the destination. In this case, the process returns to step S2.

[0044] If the determination in step S2 is YES, the spot information acquisition unit 821 acquires the route information and facility information transmitted from the navigation device 60 (step S3: spot information acquisition step). The route information acquired in step S3 includes the travel time t reach The facility information includes the charging output amount of the charger at the charging spot, port information relating to the number of ports, and predicted port usage information at the time of arrival at the charging spot.

[0045] Thereafter, the charging increment calculation unit 824 determines whether or not the charging spot has a single port based on the port number information in the facility information of the obtained charging spot (step S4). If step S4 returns NO, that is, if the charger has multiple ports, the charge increment calculation unit 824 estimates the ports that are scheduled to be used by other vehicles from the usage prediction information (step S5). For example, if the congestion level of the charging spot is high when the electric vehicle 1 arrives at the charging spot, it can be determined that the ports scheduled to be used are full and only one port is available. If the congestion level is low, it can be determined that the charging output amount is available without being divided among multiple ports.

[0046] If the determination in step S4 is YES, or after step S5, the charge increment calculation unit 824 estimates the charge output amount that can be supplied at the charging spot (step S6). For example, if the answer to step S4 is YES (if the port is single), the charging increase amount calculation unit 824 determines that the entire charging output amount supplied by the charger can be used, and therefore sets (usable charging output amount) = (charging output amount of the charger). Also, if the result of step S4 is NO (if the vehicle is determined to be multi-port), the calculation is made based on the number of available ports estimated in step S5, as follows: (Available charging output amount) = (Charging output amount of charger) / (Number of available ports including the vehicle).

[0047] Next, the temperature prediction unit 822 predicts the battery temperature at the time when the vehicle arrives at the charging spot and calculates the reference temperature T base (Step S7: temperature prediction step). In other words, the temperature prediction unit 822 calculates the battery temperature at the time of arrival at the charging spot without pre-heating as the reference temperature T base Predict as follows. In this embodiment, in step S7, the temperature prediction unit 822 predicts the battery temperature at the time of arrival at the charging spot when pre-heating is not performed. However, the battery temperature when pre-heating is not performed is sufficiently lower than when the temperature of the battery 10 is adjusted. Therefore, the current battery temperature is set to the reference temperature T base It may be set as

[0048] Next, the charge increment calculation unit 824 calculates the reference temperature T base A change in the amount of charge increase in the battery is calculated (step S8: step of calculating the amount of charge increase). FIG. 11 is a flowchart showing the step of calculating the charge increment in step S8. In step S8, the charge increment calculation unit 824 calculates the reference temperature T base The gradient of the charge increase corresponding to G _charge is calculated (step S21). For example, the charge increment calculation unit 824 detects the heater output of the warm-up unit used to preheat the battery 10, and predicts the SOC at the time of arrival at the charging spot. Then, from the charge calculation map data, the predicted SOC, the charge output amount calculated based on the facility information in step S5, and the reference temperature T baseand the corresponding gradient of the charge increase G _charge Read out. The SOC of the charging spot is calculated by, for example, storing the amount of decrease in SOC per unit time during normal driving in the storage unit 81 in advance, and calculating the amount of decrease in SOC per unit time based on the travel time t reach Based on this, the SOC decrease amount when arriving at the charging spot can be calculated. Then, by subtracting the calculated SOC from the current SOC, the SOC when arriving at the charging spot can be estimated. In this embodiment, the charge increment calculation unit 824 calculates the gradient G of the charge increment using the charge calculation map data. _charge However, the present invention is not limited to this example, and the charge increment calculation unit 824 may calculate the charge output amount of the charge spot, the SOC at the time of arrival at the charge spot, the reference temperature T base The gradient of the charge increase G is calculated using a predetermined function with parameters such as _charge may be calculated.

[0049] Then, the charge increment calculation unit 824 calculates the reference temperature T base Based on the reference value, the charge increase Y _charge is calculated (step S22). The charge increment calculation unit 824 calculates the charge increment Y using the temperature rise amount T and the following equation (5): _charge is derived. [Number 5] Y _charge =G _charge ·T …(5)

[0050] 10, the power consumption calculation unit 823 calculates the power consumption when pre-heating is performed (step S9: power consumption calculation step). The order of steps S8 and S9 may be reversed. FIG. 12 is a flowchart showing the power consumption calculation steps. In step S9, the power consumption calculation unit 823 calculates the power consumption G per unit temperature change corresponding to the heater output of the heating section used for the battery 10. _heat is calculated (step S31). For example, a default heater output may be set in advance as the heater output of the heating unit. Also, as described above, in cases where the type of heating unit, such as HVAC 30 or d-axis discharge in vehicle drive system 20, can be selected, a default heating unit and default heater output may be set in advance. These default heating units and heater outputs are not particularly limited, and for example, the heating unit and heater output with the smallest power consumption may be set. Then, the power consumption calculation unit 823 calculates the power consumption G per unit temperature change due to pre-heating corresponding to the heater output from the map data for calculating the power consumption heating time. _heat As described above, the map data for calculating the heating time with power consumption may be switched depending on the outside air temperature.

[0051] In this embodiment, the power consumption calculation unit 823 calculates the power consumption G _heat However, the present invention is not limited to this example, and the power consumption calculation unit 823 may calculate the power consumption G per unit temperature change due to pre-heating using a predetermined function formula with the heater output, the outside air temperature, etc. as parameters. _heat may be calculated.

[0052] Next, the power consumption calculation unit 823 calculates the power consumption E during the unchanged period corresponding to the heater output. _delay is calculated (step S32). In step S32, similarly to step S31, the power consumption calculation unit 823 calculates the power consumption E during the unchanged period corresponding to the heater output from the map data for calculating the power consumption heating time. _delay Read out. In step S32, the power consumption calculation unit 823 also calculates the power consumption amount E during the unchanged period using a predetermined function formula with the heater output, the outside air temperature, etc. as parameters. _delay may be calculated.

[0053] Then, the power consumption calculation unit 823 calculates the power consumption Y with respect to the temperature rise T due to pre-heating. _heat is calculated by the above-mentioned formula (3) (step S33).

[0054] Returning to FIG. 10, after steps S8 and S9, the break-even calculation unit 825 calculates the break-even temperature increase T be is calculated (step S10: break-even calculation step). That is, the power consumption calculation unit 823 calculates the charge increase Y _charge and the power consumption Y calculated in step S33. _heat The temperature rise T at which the above two conditions are equal is called the break-even temperature rise T. be It is calculated as follows.

[0055] Next, the heating time calculation unit 826 calculates the required time t of the unchanged period from the map data for calculating the power consumption heating time. _delay , the time required for a unit temperature change according to the heater output, t _unit is read out and the heating time t heat is calculated (step S11: heating time calculation step).

[0056] After that, the heating control unit 827 calculates the travel time t reach is the heating time t calculated in step S11. heat It is determined whether it is greater than or equal to (step S12). If the determination in step S12 is YES, the break-even temperature increase amount T be At the subsequent temperatures, it is determined whether the energy balance becomes positive (step S13). If the results are positive in both step S12 and step S13, the heating control unit 827 starts heating the battery 10 (step S14). On the other hand, if the determination is NO in either step S12 or step S13, the heating control unit 827 ends the process without pre-heating the battery 10. In this case, the battery 10 moves to a charging spot and is charged without pre-heating. Steps S12 to S14 correspond to the heating control steps of the present disclosure.

[0057] [Effects of this embodiment] The electric vehicle 1 of this embodiment includes a battery 10 that can be charged by supplying external power, and a warming unit (for example, HVAC 30, a vehicle drive device (d-axis discharge), a battery heater configured as a PTC heater, etc.) that heats the battery 10. The controller 80 of the electric vehicle 1 functions as a battery warming control device, and the processor 82 of the controller 80 functions as a spot information acquisition unit 821, a charge increment calculation unit 824, a power consumption calculation unit 823, a heating control unit 827, etc. by appropriately reading and executing programs stored in the storage unit 81. The spot information acquisition unit 821 acquires route information (travel time t reach The charge increment calculation unit 824 calculates a charge increment Y , which indicates a change in the amount of charge when the vehicle arrives at the charging spot after pre-heating by the warm-up unit, compared to when the vehicle arrives at the charging spot without pre-heating by the warm-up unit. _charge The power consumption calculation unit 823 calculates the power consumption Y when pre-heating is performed by the heating unit. _heat Then, the heating control unit 827 performs a power consumption calculation step (step S9) to calculate the charging increment Y _charge However, the power consumption Y _heat If the battery warm-up is not performed and the charging increment Y _charge However, the power consumption Y _heat If the difference is larger than the predetermined value, a heating control step (steps S12 to S14) for preheating the battery 10 is performed.

[0058] This increases the charge by Y _charge However, the power consumption Y _heat , i.e., when the energy balance is expected to be positive, pre-heating of the battery 10 is performed, and the charge increment Y _charge However, the power consumption Y _heatIn the following cases, that is, when the energy balance is expected to be negative, pre-heating of the battery 10 is not performed. In this way, by pre-heating the battery only when the energy balance is positive, it is possible to improve the power consumption.

[0059] The controller 80 of this embodiment functions as a temperature prediction unit 822. This temperature prediction unit 822 performs a temperature prediction step (step S7) of predicting the temperature of the battery 10 at the time when the electric vehicle 1 arrives at the charging spot based on the route information of the charging spot, and sets the temperature of the battery 10 when the pre-heating is not performed to a reference temperature T base Then, in step S8, the charge increment calculation unit 824 calculates the reference temperature T base Charge increase Y relative to temperature rise from _charge Calculate. In this way, by using the battery temperature at the time of arrival at the charging spot as the reference, the charge increment Y _charge In other words, the energy balance can be determined more accurately than when the battery temperature before arrival at the charging spot is used as the reference, and the power efficiency can be improved.

[0060] In this embodiment, in the charge increment calculation step of step S8, the charge increment calculation unit 824 calculates the gradient G of the charge increment with respect to the temperature of the battery 10 at the start of charging. _charge Using the map data for charge calculation, the charge increase amount Y relative to the temperature rise due to pre-heating is calculated. _charge Calculate. In this embodiment, the gradient G of the charge increment for each battery temperature range is _charge (the amount of charge increase per unit temperature) is recorded in the map data for charge calculation, base The gradient of the charge increase with respect to G _charge The gradient of the charge increase G _charge Using the above, the reference temperature T baseCharge increase Y when temperature is increased by preheating _charge can be calculated.

[0061] In this embodiment, map data for charge calculation is prepared for each state of charge (SOC) of the battery. Then, in the charge increment calculation step of step S8, the charge increment calculation unit 824 acquires the state of charge (SOC) of the battery, and calculates the charge increment Y relative to the temperature rise due to pre-heating using the map data for charge calculation corresponding to the SOC. _charge Calculate. In this way, by preparing map data for charge calculation corresponding to SOC, the SOC at the time of arrival at the charging spot and the reference temperature T base The gradient of the charge increase corresponding to _charge This allows for a more accurate charge increment Y that takes into account the difference in SOC. _charge can be calculated.

[0062] In this embodiment, in the spot information acquisition step of step S3, the spot information acquisition unit 821 further acquires the charge output amount that can be supplied at the charging spot as facility information. In step S5, the charge increase amount calculation unit 824 calculates the charge output amount of the charger based on the facility information. Also, map data for charge calculation is prepared for each charge output amount supplied at the charging spot. Then, in the charge increase amount calculation step of step S8, the charge increase amount calculation unit 824 calculates the charge increase amount Y relative to the temperature rise amount due to pre-heating using the map data for charge calculation corresponding to the charge output amount calculated in step S5. _charge Calculate. In this way, by preparing map data for charge calculation corresponding to the charge output amount of the charging spot, the charge output amount that can be supplied at the charging spot and the reference temperature T base The gradient of the charge increase corresponding to _charge It is possible to easily obtain a more accurate charge increment Y taking into account the difference in the charge output amount. _charge can be calculated.

[0063] In this embodiment, in the spot information acquisition step of step S3, the spot information acquisition unit 821 further acquires port information relating to the number of ports of the charger at the charging spot as facility information. In step S5, the charge increase amount calculation unit 824 predicts the charge output amount that can be used by the vehicle based on the port information, and calculates the charge increase amount Y _charge Calculate. As a result, in this embodiment, the available charging output amount can be corrected depending on whether the charger at the charging spot is a single-port charger or a multi-port charger, and the corrected charging output amount and the reference temperature T base The gradient of the charge increase corresponding to _charge Therefore, it is possible to obtain a more accurate charge increment Y _charge can be calculated.

[0064] Furthermore, in step S3, the spot information acquisition step, the spot information acquisition unit 821 acquires usage prediction information that predicts the use of the charger by other vehicles. Then, in step S5, the charging increase amount calculation unit 824 predicts the charging output amount that can be used by the vehicle itself based on the port information and the usage prediction information. This makes it possible to obtain a more detailed charging output amount according to the usage status of other vehicles at the charging spot.

[0065] In this embodiment, in step S5, if the calculated charge output amount is greater than the current density or charging voltage of the electrodeposition limit of the battery 10, the charge increase amount calculation unit 824 corrects the charge output amount to a value less than the current density or charging voltage of the electrodeposition limit and calculates a usable charge increase amount. As a result, the charge output amount can be corrected to a value that corresponds to the specifications of the battery 10 of the electric vehicle 1, and the charge increment Y corresponding to the charge output amount that suppresses deterioration of the battery 10 is _charge can be calculated.

[0066] In this embodiment, in the charge increment calculation step of step S8, the charge increment calculation unit 824 calculates the change in the charge amount of the battery 10 within a predetermined time when the temperature at the start of charging of the battery 10 is changed as a gradient G _charge As the reference temperature T base The gradient of the charge increase with respect to G _charge Using the reference temperature T base Charge increase Y relative to temperature rise from _charge Calculate. The amount of charge within a predetermined time when the battery 10 is charged varies depending on the battery temperature classification. base The gradient of the charge increase with respect to G _charge By using the reference temperature T base Charge increase Y corresponding to the temperature rise from _charge can be calculated.

[0067] In this embodiment, in the power consumption calculation step of step S9, the power consumption calculation unit 823 calculates the power consumption E _delay and the power consumption G per unit temperature change after the temperature of the battery 10 starts to rise (temperature rise period). _heat and the reference temperature T base The amount of power consumed for the temperature rise due to preheating from _heat Calculate. When preheating the battery 10, there is a static period during which the battery temperature does not increase and a temperature increase period during which the battery temperature increases. In this embodiment, the power consumption for the temperature increase due to preheating is calculated based on the power consumption during the static period and the temperature increase period. In addition, the power consumption during the temperature increase period is calculated based on the power consumption G per unit temperature change. _heat By using this, it is possible to understand how the power consumption changes with the temperature rise amount, and the power consumption during the temperature rise period can be calculated accurately. This allows for a more accurate calculation of the power consumption Y _heat can be calculated.

[0068] In this embodiment, in the power consumption calculation step of step S9, the power consumption calculation unit 823 detects the heater output of the heating section, and calculates the power consumption G per unit temperature change corresponding to the detected heater output using map data for power consumption heating time calculation that indicates the power consumption per unit temperature change corresponding to a plurality of heater outputs. _heat Obtain the power consumption Y _heat Calculate. The amount of power consumed when heating from the reference temperature Tbase to a specified temperature rise by preheating using heater output is Y. _heat In contrast, in this embodiment, the power consumption G per unit temperature change according to the heater output _heat is obtained from the map data for calculating the power consumption and heating time, and the power consumption Y _heat Therefore, the exact power consumption Y corresponding to the heater output can be calculated. _heat is obtained.

[0069] In this embodiment, the map data for calculating the power consumption heating time is the power consumption E _delay In the power consumption calculation step of step S9, the power consumption calculation unit 823 calculates the power consumption E in the unchanged period corresponding to the detected heater output using the map data for calculating the power consumption heating time. _delay Obtain the power consumption Y _heat Calculate. Amount of power consumed during the no-change period E _delay In this embodiment, the power consumption E during the period without change according to the heater output is _delay is obtained from the map data for calculating the power consumption and heating time, and the power consumption Y _heat Therefore, the exact power consumption Y corresponding to the heater output can be calculated. _heat is obtained.

[0070] In this embodiment, the controller 80 also functions as a break-even calculation unit 825. The break-even calculation unit 825 calculates the charge increment Y _charge and power consumption Y _heat Based on this, the break-even temperature rise Tbe Calculate. This allows the break-even temperature rise T be It is possible to grasp the following.

[0071] In this embodiment, the controller 80 also functions as a heating time calculation unit 826, and the heating time calculation unit 826 calculates the break-even temperature increase amount T be Heating time t to raise the temperature by heat Calculate. Thus, the reference temperature T base Break-even temperature rise T be Heating time t to raise the temperature heat By calculating this, it is possible to determine the time required to change the energy balance from negative to positive, in other words, the pre-heating time required to improve electricity efficiency.

[0072] In this embodiment, the heating time calculation unit 826 calculates the required time t _delay and the time required per unit temperature change during the temperature rise period, t _unit and based on the heating time t heat Calculate. As described above, when the battery 10 is preheated, there is a no-change period and a temperature-raising period. The required time t _delay and the time required per unit temperature change during the temperature rise period, t _unit By using and, the heating time t heat The exact time can be calculated.

[0073] In this embodiment, the map data for calculating the heating time using power consumption functions as third map data, and calculates the required time t for the no-change period corresponding to a plurality of heater outputs. _delay and the time required per unit temperature change during the temperature rise period, t _unitThen, in the heating time calculation step of step S11, the heating time calculation unit 826 uses the map data for calculating the power consumption heating time to calculate the required time t for the unchanged period corresponding to the heater output of the heating unit. _delay and the time required per unit temperature change during the temperature rise period, t _unit and the heating time t heat Calculate. This allows the time t corresponding to the heater output to be easily calculated from the map data for calculating the power consumption heating time. _delay ,t _unit can be obtained, and the heating time t heat can be calculated.

[0074] In this embodiment, in the heating control steps from step S12 to step S14, the heating control unit 827 calculates the travel time t reach is the heating time t heat and the charge increase amount Y _charge is the power consumption Y _heat When the voltage Vcc is greater than 10 V, pre-heating of the battery 10 is initiated. This reduces the travel time to the charging spot by t reach There is a margin for the increase in charge amount Y _charge is the power consumption for preheating Y _heat Pre-heating of the battery 10 can be started only when the energy balance exceeds the predetermined value and becomes positive. When the energy balance becomes negative, heating of the battery 10 is not performed, thereby eliminating energy consumption due to unnecessary heating.

[0075] Furthermore, in this embodiment, the warming unit may include a vehicle drive device 20 equipped with a drive motor 22 that drives the electric vehicle 1, and heat generated by passing a d-axis current through the drive motor 22 to generate magnetic flux may be transferred to the battery 10 (d-axis discharge). In this case, if the determinations in steps S12 and S13 are YES, the heating control unit 827 pre-heats the battery 10 in step S14 using the heat generated by passing a d-axis current through the drive motor 22 to generate magnetic flux. In heating the battery 10 using such d-axis discharge, it is not necessary to use another heater (a battery heater configured by the HVAC 30 or a PCT heater, etc.), and the battery 10 can be heated.

[0076] [Second embodiment] In the first embodiment, map data for calculating the power consumption heating time corresponding to a plurality of heater outputs is used. However, the power consumption G per unit temperature corresponding to the heater output set by default is also used. _heat , the power consumption during the no-change period E _delay , the required time t _unit , and the required time t_delay of the no-change period are used to implement the battery warm-up control method. In contrast, the heating time t calculated in step S11 heat and the travel time t included in the route information reach The heater output and the heating unit to be used may be changed based on the above. In the following description, the same reference numerals will be used to designate the configurations and steps that have already been described, and their description will be omitted or simplified.

[0077] The storage unit 81 of this embodiment stores map data for charge calculation (first map data) and map data for power consumption heating time calculation (second map data, third map data), similar to the first embodiment. The map data for power consumption heating time calculation is a data set that calculates the power consumption G per unit temperature change for each type of heating part (e.g., HVAC 30, d-axis discharge using the vehicle drive device 20, battery heater, etc.) and for each heater output. _heat , the power consumption during the no-change period E _delay , the time required per unit temperature change during the temperature rise period t _unit , and the duration of the no-change period, t_delay, are recorded.

[0078] In addition, in this embodiment, the processor 82 functions as a spot information acquisition unit 821, a temperature prediction unit 822, a power consumption calculation unit 823, a charge increase amount calculation unit 824, a break-even calculation unit 825, a heating time calculation unit 826, and a heating control unit 827, similar to the first embodiment. Here, the heating control unit 827 of this embodiment calculates the travel time t reach is the heating time t heat The type of heating section and its heater output are changed so that the battery 10 is heated. For example, the heating control unit 827 may calculate the travel time t reach is the heating time t heat and the type of heating section and heater output that maximize the positive energy balance are selected, and heating of the battery 10 is started.

[0079] Next, a battery warm-up control method according to a second embodiment will be described. FIG. 13 is a flowchart showing a battery warm-up control method according to the second embodiment. In this embodiment, the battery warm-up control is performed in a manner substantially similar to that of the first embodiment. That is, the controller 80 performs the processes of steps S1 to S8, acquires route information and facility information from the navigation device 60, calculates the charging output amount, and calculates the reference temperature T base Calculate the charge increase Y _charge Calculate.

[0080] In this embodiment, in step S9, the power consumption calculation unit 823 calculates the power consumption Y _heat That is, in the first embodiment, the power consumption Y _heat However, in this embodiment, the power consumption Y is calculated in accordance with the type of the heating section that can be switched and the heater output that can be output. _heat Calculate.

[0081] In step S10, the break-even calculation unit 825 calculates the power consumption Y _heat For each, the break-even temperature rise T be Similarly, in step S11, the heating time calculation unit 826 calculates the break-even temperature rise Tbe For each heating time t heat Calculate.

[0082] After that, in this embodiment, instead of step S12, the heating control unit 827 performs the moving time t reach Heating time t heat It is determined whether or not there is a combination of the type of warm-up section and the heater output that results in a large value (step S12A), and the combination is extracted. If the determination in step S12A is YES, the type of heating unit and its heater output that results in a positive and maximum energy balance are selected from the extracted combinations of heating unit type and heater output (step S13A). These steps S12A and S13A correspond to the heater output change step and heater switching step of the present disclosure. Thereafter, in step S14, pre-heating of the battery 10 is started using the warming section selected in step S13A and the heater output selected.

[0083] [Effects of this embodiment] In this embodiment, the heater output of the heating unit (for example, the HVAC 30, the d-axis discharge using the vehicle drive device 20, the battery heater such as a PTC heater) can be changed, and the heating control unit 827 controls the movement time t reach is the heating time t heat In other words, among the multiple heater outputs, the heater output is changed so that it is larger than the moving time t reach Heating time t heat The heater output that maximizes the energy balance is selected to heat the battery 10. This allows the battery 10 to be preheated so as to maximize the energy balance, thereby further improving the electricity consumption.

[0084] In addition, in this embodiment, multiple types of heating units (for example, HVAC 30, d-axis discharge using the vehicle drive device 20, battery heater such as a PTC heater) are provided, and the heating control unit 827 controls the heating time t reach is the heating time theat In other words, among the multiple types of heating units and the heater output that can be output by each heating unit, the heating unit is changed so that the movement time t reach Heating time t heat The combination of the heating section and the heater output that maximizes the energy balance is extracted, and the combination of the heating section and the heater output that maximizes the energy balance is selected to heat the battery 10. This allows the combination of heating section and heater output to be selected to maximize the energy balance, further improving electricity efficiency.

[0085] [Variations] The present invention is not limited to the above-described embodiment, but also includes the following modifications within the scope of achieving the object of the present invention.

[0086] [Variation 1] In the first embodiment, if the determination in step S12 is YES (movement time t reach is the heating time t heat ) and the determination in step S13 is YES (the break-even temperature increase amount T be In contrast, only when the result of step S12 is YES, that is, when the travel time t reach is the heating time t heat The heating control unit 827 may start heating the battery 10 by determining that the battery 10 is in a high temperature state. In this case, as shown in the example of Figure 9, the charge increment Y _charge and power consumption Y _heat When the temperature of the battery 10 is equal to the temperature of the battery 10, the energy balance will not be positive, but the energy balance will not be negative either. In addition, as the temperature of the battery 10 increases, the amount of charge that can be made per unit time also increases, as shown in Figure 2.

[0087] [Variation 2] In the above-described embodiments, the map data for calculating the power consumption heating time, which function as the second map data and the third map data of the present disclosure, are used. _heat The second map data for calculating the heating time t heat and the third map data for calculating the second map data may be stored in the storage unit 81 as separate data. Also, the power consumption Y _heat In the calculation of the heating time t heat Alternatively, the power consumption amount Y may be calculated using a predetermined function without using map data. _heat In the calculation of the heating time t heat The calculation of may be performed using map data for calculating the power consumption heating time.

[0088] [Variation 3] In each of the above embodiments, the travel time t reach However, the present invention is not limited to this example. For example, the navigation device 60 may acquire route information including the travel time t reach Alternatively, the controller 80 may acquire only route information relating to the route from the current position to the charging spot, and calculate the travel time t reach may be calculated.

[0089] [Variation 4] In the first embodiment, a determination regarding warm-up control of battery 10 is made on the assumption that the route charging flag is set to route charging and a charging spot is set as a destination or a stopover, but this is not limited to this. For example, even if the route charging flag is off or a charging spot is not specified as a stopover or destination, a decision regarding warm-up control of battery 10 may be made by predicting a stop at a charging spot based on the current SOC. That is, when the current SOC is less than a predetermined value, rapid power reception needs to be performed. In this case, the spot information acquisition unit 821 may cause the navigation device 60 to search for the nearest charging spot from the current location, thereby acquiring route information and facility information. Alternatively, when the current SOC is less than a predetermined value and the destination or stopovers of the already set route do not include a charging spot, the spot information acquisition unit 821 may cause the navigation device 60 to search for charging spots on or near the route, thereby acquiring route information and facility information. Based on the route information and facility information acquired as described above, the controller 80 performs warm-up control of the battery 10, as in the above embodiment.

[0090] [Variation 5] In the first embodiment, the break-even temperature rise T be Heating time t heat Calculate the travel time t reach is the heating time t heat Although it has been stated that the battery 10 is heated when the temperature is higher than the specified value, the present invention is not limited to this. For example, the break-even calculation unit 825 calculates the charge increment Y _charge However, the power consumption Y _heat The heating time calculation unit 826 calculates the heating time for determination corresponding to the temperature rise for determination. reach If the heating time is greater than the heating time for determination, the battery 10 is heated. Alternatively, the heating control unit 827 may determine the movement time t reach The break-even temperature rise T be The heating time t heat On the other hand, the battery 10 may be heated if the time is longer than a predetermined time. In these cases, pre-heating of the battery 10 is performed only when the energy balance is positive by a predetermined value or more, thereby achieving further improvement in power efficiency.

[0091] [Variation 6] In the above embodiment, the power consumption calculation unit 823 calculates the power consumption amount E_delay and the power consumption per unit temperature change during the temperature rise period, G _heat Using this, the power consumption Y at the temperature rise T is calculated. _heat In contrast, the power consumption during the no-change period E _delay The power consumption per unit temperature change G _heat The amount of power consumption Y when the temperature rise is T _heat may be calculated.

[0092] The same applies to the heating time calculation unit 826, and the required time t _delay The time required for a unit temperature change is t _unit Break-even temperature rise T be Heating time t heat may be calculated.

[0093] [Variation 7] In the first embodiment, the HVAC 30, the vehicle drive device 20, and the battery heater are shown as examples of the heating unit, but other heating means may also be used. Also, only one of them may be used as a heater for heating the battery 10. For example, when the battery 10 is heated using d-axis discharge using the drive motor of the vehicle drive device 20, the battery temperature control circuit 40 that transfers heat from the HVAC 30 to the battery 10 and the battery heater are not required. [Explanation of symbols]

[0094] 1...electric vehicle, 10...battery, 30...HVAC (heating unit), 40...battery temperature control circuit, 50...battery controller, 60...navigation device, 71...battery thermosensor, 72...position detection sensor, 80...controller, 81...memory unit, 82...processor, 821...spot information acquisition unit, 822...temperature prediction unit, 823...power consumption calculation unit, 824...charge increase calculation unit, 825...break-even calculation unit, 826...heating time calculation unit, 827...heating control unit.

Claims

1. A battery warm-up control method for an electric vehicle equipped with a battery that can be charged by supplying external power and a heating unit that heats the battery, comprising: a spot information acquisition step of acquiring route information to a charging spot where the battery is charged; a charge increment calculation step of calculating a charge increment indicating a change in the amount of charge when the vehicle arrives at the charging spot after performing the pre-heating by the warm-up unit, compared to when the vehicle arrives at the charging spot without performing the pre-heating by the warm-up unit; a power consumption calculation step of calculating the amount of power consumption when the pre-heating is performed by the warming unit; a heating control step of not performing the pre-heating of the battery when the charge increment is equal to or less than the power consumption amount, and performing the pre-heating of the battery when the charge increment is greater than the power consumption amount; Battery warm-up control method.

2. further performing a temperature prediction step of predicting a temperature of the battery at the time when the electric vehicle arrives at the charging spot based on the route information of the charging spot; In the temperature prediction step, a temperature of the battery when the pre-heating is not performed is predicted as a reference temperature; In the charge increment calculation step, the charge increment is calculated with respect to a temperature rise from the reference temperature due to the pre-heating.

2. The battery warm-up control method according to claim 1.

3. a change in the charge amount of the battery within a predetermined time when the temperature at the start of charging of the battery is changed by a unit temperature is defined as a gradient of the charge increase amount; In the charge increment calculation step, the charge increment with respect to the temperature rise from the reference temperature due to the pre-heating is calculated using first map data in which gradients of the charge increment with respect to a plurality of temperatures are recorded.

3. The battery warm-up control method according to claim 2.

4. a plurality of first map data corresponding to a state of charge of the battery are used as the first map data; In the charge increment calculation step, the state of charge at the time of arrival at the charging spot is predicted, and the charge increment with respect to the temperature rise from the reference temperature due to the pre-heating is calculated using the first map data corresponding to the predicted state of charge.

4. The battery warm-up control method according to claim 3.

5. In the spot information acquisition step, a charging output amount that can be supplied at the charging spot is further acquired; As the first map data, a plurality of first map data corresponding to the charging output amount are used, In the charge increment calculation step, the charge increment with respect to the temperature rise from the reference temperature due to the pre-heating is calculated using the first map data corresponding to the charge output amount acquired in the spot information acquisition step.

4. The battery warm-up control method according to claim 3.

6. In the spot information acquisition step, port information relating to the number of ports of a charger at the charging spot is further acquired; In the charge increase amount calculation step, a charge output amount available for the vehicle is predicted based on the port information, and the charge increase amount relative to a temperature rise from the reference temperature due to the pre-heating is calculated using the first map data corresponding to the predicted charge output amount.

6. The battery warm-up control method according to claim 5.

7. In the spot information acquisition step, usage prediction information that predicts usage of the charger by other vehicles is further acquired; predicting a charging output amount available for the vehicle based on the port information and the usage prediction information; 7. The battery warm-up control method according to claim 6.

8. When the charging output amount is greater than the current density or voltage of the electrodeposition limit of the battery, the charging output amount is corrected to be less than the current density or charging voltage of the electrodeposition limit, and the charging increment is calculated.

6. The battery warm-up control method according to claim 5.

9. In the charge increase amount calculation step, a change in the charge amount of the battery within a predetermined time when the temperature at the start of charging of the battery is changed by a unit temperature is defined as a gradient of the charge increase amount; In the charge increment calculation step, the charge increment relative to the temperature rise from the reference temperature due to the pre-heating is calculated using a gradient of the charge increment relative to the reference temperature.

3. The battery warm-up control method according to claim 2.

10. further performing a temperature prediction step of predicting a temperature of the battery at the time when the electric vehicle arrives at the charging spot based on the route information of the charging spot; In the temperature prediction step, a temperature of the battery when the pre-heating is not performed is predicted as a reference temperature; In the power consumption calculation step, the power consumption amount is calculated with respect to a temperature rise amount from the reference temperature due to the pre-heating.

2. The battery warm-up control method according to claim 1.

11. In the power consumption calculation step, the power consumption amount for the temperature rise amount due to the pre-heating from the reference temperature is calculated using the power consumption amount from the start of the pre-heating of the battery until the temperature of the battery rises and the power consumption amount per unit temperature change after the temperature of the battery starts to rise.

11. The battery warm-up control method according to claim 10.

12. In the power consumption calculation step, heater outputs of the heating section are detected, and second map data indicating the amounts of power consumption per unit temperature change corresponding to the plurality of heater outputs is used to obtain the amount of power consumption per unit temperature change corresponding to the detected heater outputs, thereby calculating the amount of power consumption.

12. The battery warm-up control method according to claim 11.

13. the second map data further includes an amount of power consumption corresponding to the heater output from the start of heating of the battery until the temperature of the battery increases, In the power consumption calculation step, the second map data is used to obtain the power consumption amount from the start of heating of the battery until the temperature of the battery increases, corresponding to the detected heater output, and the power consumption amount is calculated.

13. The battery warm-up control method according to claim 12.

14. further performing a temperature prediction step of predicting a temperature of the battery at the time when the electric vehicle arrives at the charging spot based on the route information of the charging spot; In the temperature prediction step, a temperature of the battery when the pre-heating is not performed is predicted as a reference temperature; In the charge increment calculation step, the charge increment is calculated relative to a temperature rise from the reference temperature due to the pre-heating; In the power consumption calculation step, the power consumption amount is calculated relative to a temperature rise from the reference temperature due to the pre-heating; a break-even calculation step of calculating a break-even temperature rise amount at which the charge increment amount and the power consumption amount are equal; 2. The battery warm-up control method according to claim 1.

15. a heating time calculation step of calculating a heating time required to raise the temperature of the battery by the break-even temperature increase amount; 15. The battery warm-up control method according to claim 14.

16. In the heating time calculation step, the heating time is calculated based on a required time from the start of the pre-heating of the battery until the temperature of the battery does not increase, and a required time per unit temperature change after the temperature of the battery starts to increase.

16. The battery warm-up control method according to claim 15.

17. In the heating time calculation step, third map data is used in which a required time from the start of pre-heating of the battery until the temperature of the battery does not rise and a required time per unit temperature change after the temperature of the battery starts to rise, corresponding to a plurality of heater outputs, are recorded, and the heating time is calculated based on the required time from the start of pre-heating of the battery until the temperature of the battery does not rise and the required time per unit temperature change after the temperature of the battery starts to rise, corresponding to the heater output of the warming section.

17. The battery warm-up control method according to claim 16.

18. the heating control step starts the pre-heating of the battery when a travel time to the charging spot based on the route information is longer than the heating time and the charge increase amount is larger than the power consumption amount.

16. The battery warm-up control method according to claim 15.

19. the heating unit is configured to be able to change heater output, a heater output changing step of changing the heater output so that a travel time to the charging spot based on the route information is longer than the heating time; 16. The battery warm-up control method according to claim 15.

20. A plurality of types of the warming section are provided, a heater switching step of switching the heating unit so that a travel time to the charging spot based on the route information is longer than the heating time; 16. The battery warm-up control method according to claim 15.

21. the warming unit includes a vehicle drive device including a drive motor that drives the electric vehicle, In the heating control step, when the charge increment is greater than the power consumption, the pre-heating of the battery is performed using heat generated by flowing a d-axis current for generating a magnetic flux in the drive motor.

2. The battery warm-up control method according to claim 1.

22. A battery warm-up control device for an electric vehicle including a battery that can be charged by supplying external power and a heating unit that heats the battery, a spot information acquisition unit that acquires route information of a charging spot where the battery is charged; a charge increment calculation unit that calculates a charge increment indicating a change in the amount of charge when the vehicle arrives at the charging spot after performing pre-heating by the warm-up unit, compared to when the vehicle arrives at the charging spot without performing pre-heating by the warm-up unit; a power consumption calculation unit that calculates the amount of power consumption when the pre-heating is performed by the warming unit; a heating control unit that does not perform the pre-heating of the battery when the charge increment is equal to or less than the power consumption amount, and that performs the pre-heating of the battery when the charge increment is greater than the power consumption amount, Battery warm-up control device.

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