Temperature regulating system

Abstract

To provide a temperature regulating system which can adjust temperature of a power storage device mounted on a vehicle according to state of the vehicle and / or a schedule to an appropriate temperature.SOLUTION: A temperature regulating system includes a control unit. The control unit is constituted to control a temperature adjustment device which adjusts temperature of a power storage device mounted on a vehicle. The control unit is constituted to obtain charging schedule information that is a schedule of external charging of the power storage device. The control unit is constituted to execute a first-precondition control where the temperature adjustment device is controlled so that the temperature of the power storage device becomes close to a target temperature before travel start of the vehicle. The target temperature in the first-precondition control in a case that the power storage device is scheduled to have the external charging is different from a case that the power storage device is not scheduled to have the external charging.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a temperature adjustment system that adjusts the temperature of an electric storage device mounted on a vehicle. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2019-046737 (Patent Document 1) discloses a vehicle including a power storage device and a heater for heating the power storage device. The vehicle is configured to perform external charging of the power storage device. The vehicle heats the power storage device with the heater while the power storage device is being externally charged, and after external charging is completed, determines whether to stop the heater based on the scheduled departure time of the vehicle (scheduled start time of driving). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-046737 Summary of the Invention [Problem to be solved by the invention]

[0004] In the vehicle described in Patent Document 1, the temperature of the power storage device is controlled after external charging is completed and before the vehicle starts to travel, so that the power storage device is at a desirable temperature when the vehicle starts to travel. That is, in the vehicle described in Patent Document 1, temperature adjustment (precondition control) is performed on the power storage device in advance of the start of travel. However, the desirable temperature of the power storage device when the vehicle starts to travel is not necessarily uniform. The desirable temperature of the power storage device when the vehicle starts to travel can vary depending on the state and schedule of the vehicle.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a temperature adjustment system that can adjust the temperature of a power storage device installed in a vehicle to an appropriate temperature depending on the vehicle's condition and / or schedule. [Means for solving the problem]

[0006] According to the present disclosure, there is provided a temperature adjustment system including a control device. The control device is configured to control a temperature adjustment device that adjusts the temperature of a power storage device mounted on a vehicle. The control device is configured to acquire charging schedule information related to a schedule for external charging of the power storage device. The control device is configured to execute first precondition control that controls the temperature adjustment device so as to bring the temperature of the power storage device closer to a target temperature before the vehicle starts traveling. The target temperature in the first precondition control differs depending on whether external charging of the power storage device is scheduled or not.

[0007] In a vehicle, the preferred temperature of the power storage device at the start of vehicle travel differs between when external charging of the power storage device is scheduled (i.e., charging of the power storage device with power from outside the vehicle) and when external charging of the power storage device is not scheduled. The first precondition control makes it possible to adjust the temperature of the power storage device before the vehicle starts traveling (e.g., before getting in) in accordance with the vehicle's schedule (whether or not external charging will be performed). Therefore, the temperature adjustment system can adjust the temperature of the power storage device to an appropriate temperature in accordance with the vehicle's schedule.

[0008] The functions of the control device may be realized by hardware (e.g., electronic circuits) alone or by using software. The control device may be a single unit or may be composed of multiple units. The control device may include multiple processors mounted in separate units and multiple storage devices mounted in separate units. [Effects of the Invention]

[0009] According to the present disclosure, it is possible to provide a temperature adjustment system that can adjust the temperature of a power storage device mounted on a vehicle to an appropriate temperature depending on the state and / or schedule of the vehicle. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram illustrating a configuration of a temperature adjustment system according to an embodiment of the present disclosure. [Figure 2] 4 is a flowchart showing a process flow relating to condition setting for temperature regulation control (battery temperature regulation control) according to the present embodiment. [Figure 3] 2 is a diagram for explaining the functions of the control device and the mobile terminal in the temperature adjustment system shown in FIG. 1. FIG. [Figure 4] 4 is a flowchart showing a procedure for battery temperature regulation control according to the present embodiment. [Figure 5] FIG. 10 is a diagram illustrating a modified example of a method for inputting a schedule for external charging. [Figure 6] FIG. 10 is a diagram showing a modified example of a method for setting conditions for precondition control. DETAILED DESCRIPTION OF THE INVENTION

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and the description thereof will not be repeated.

[0012] Fig. 1 is a diagram showing the configuration of a vehicle equipped with a temperature control system according to this embodiment. Referring to Fig. 1, a vehicle 10 includes an inlet 11, an SPU (Smart Power Unit) 12, a charging relay 13, an SMR (System Main Relay) 20, a PCU (Power Control Unit) 21, an MG (Motor Generator) 22, an air conditioner 40, a battery 100, a heat medium circuit 200, a communication device 400, an ECU (Electronic Control Unit) 500, and an HMI (Human Machine Interface) 600A. The ECU 500 corresponds to an example of a "control device" according to the present disclosure.

[0013] Vehicle 10 is configured to be able to run using power output from battery 100. Battery 100 may include a secondary battery such as a lithium-ion battery. The type of secondary battery may be a liquid secondary battery or an all-solid-state secondary battery. A plurality of secondary batteries may form a battery pack. Other power storage devices (e.g., electric double layer capacitors) may be used instead of secondary batteries. Vehicle 10 is, for example, an electric vehicle (BEV) without an internal combustion engine. However, the vehicle is not limited to this, and may also be a PHEV (plug-in hybrid vehicle) with an internal combustion engine, or another electrically powered vehicle (xEV).

[0014] The SMR 20 is a relay located between the battery 100 and the PCU 21. The MG 22 functions as a drive motor and rotates the drive wheels of the vehicle 10. The PCU 21 drives the MG 22 using power supplied from the battery 100. The PCU 21 includes, for example, an inverter. The MG 22 converts the power into torque, which is transmitted to the drive wheels. The MG 22 also generates regenerative power, for example, when the vehicle 10 decelerates, to charge the battery 100.

[0015] The battery 100 is provided with a BMS (Battery Management System) 110 that monitors the state of the battery 100. The BMS 110 includes various sensors that detect the state of the battery 100 (for example, voltage, current, and temperature), and outputs the detection results to the ECU 500. In addition to the above-mentioned sensor function, the BMS 110 may further have at least one of a SOC (State Of Charge) estimation function and a SOH (State of Health) estimation function.

[0016] The ECU 500 acquires detection values ​​from various sensors (such as the BMS 110, and a position sensor, a vehicle speed sensor, and an outside air temperature sensor, not shown) mounted on the vehicle 10, and controls various devices (such as the SPU 12, the charging relay 13, the SMR 20, the PCU 21, the air conditioner 40, and devices included in a heat medium circuit 200, which will be described later) mounted on the vehicle 10. The various devices mounted on the vehicle 10 are supplied with power directly or indirectly from the battery 100. For example, the devices connected to the high-voltage power supply line PL (such as the PCU 21 and the air conditioner 40) are supplied with power directly from the battery 100. Low-voltage on-board devices (such as auxiliary equipment) are supplied with power from a low-voltage battery (such as an auxiliary battery) whose voltage is lower than that of the battery 100. When the state of charge (SOC) of the low-voltage battery decreases, power is supplied from the battery 100 to the low-voltage battery.

[0017] The heat medium circuit 200 includes a flow path through which the heat medium flows. The flow path of the heat medium circuit 200 is provided so that the heat medium flowing through the flow path exchanges heat with the battery 100. The heat medium circuit 200 is configured to adjust the temperature of the battery 100 by using power output from the battery 100. Specifically, the heat medium circuit 200 further includes a pump 210, a reserve tank (R / T) 220, a heater 230, a heat exchanger 240, and a switching device 250. The pump 210 circulates the heat medium through the flow path of the heat medium circuit 200. The heater 230 heats the heat medium flowing through the flow path of the heat medium circuit 200. However, the heater 230 may be provided so as to directly heat the battery 100.

[0018] The flow path of the heat medium circuit 200 is connected to the flow path of another heat medium circuit (hereinafter referred to as "first heat medium circuit") via a heat exchanger 240. The heat exchanger 240 may be a chiller or a condenser. The first heat medium circuit includes, for example, a cooling circuit (refrigeration cycle circuit) of the air conditioner 40. The heat exchanger 240 exchanges heat between the heat medium flowing through the flow path of the heat medium circuit 200 and the heat medium flowing through the flow path of the first heat medium circuit. The ECU 500 can adjust the temperature of the heat medium flowing through the flow path of the heat medium circuit 200 (and therefore the temperature of the battery 100) by controlling the air conditioner 40.

[0019] Furthermore, the flow path of the heat medium circuit 200 is connected to each flow path of a plurality of heat medium circuits (hereinafter referred to as "second heat medium circuits") via a switching device 250. The switching device 250 is, for example, a five-way valve. The plurality of second heat medium circuits may include at least one of a circuit through which the heat medium circulates to cool at least one of the SPU 12, the PCU 21, and the MG 22, and a circuit through which the heat medium circulates to be cooled by a radiator. The switching device 250 connects the flow path of the heat medium circuit 200 to any of the flow paths of the plurality of second heat medium circuits or disconnects the flow path of the plurality of second heat medium circuits in response to an instruction from the ECU 500. The ECU 500 can increase the temperature of the heat medium flowing through the flow path of the heat medium circuit 200 and heat the battery 100 by connecting the flow path of the heat medium circuit 200 to the flow path of the second heat medium circuit through which a high-temperature heat medium flows. In addition, the ECU 500 can cool the battery 100 by connecting the flow path of the heat medium circuit 200 to the flow path of the second heat medium circuit through which a low-temperature heat medium flows, thereby lowering the temperature of the heat medium flowing through the flow path of the heat medium circuit 200.

[0020] A known heat medium can be used as the heat medium flowing through each heat medium circuit. For example, the heat medium flowing through the flow path of the heat medium circuit 200 may be water, insulating oil, or LLC (Long Life Coolant). However, the heat medium is not limited to these, and other heat mediums such as fluorocarbon refrigerants, carbon dioxide gas, and propane gas may also be used. Furthermore, instead of a five-way valve, other multi-way valves (e.g., six-way, seven-way, eight-way, nine-way, or ten-way valves) may be used as the switching device 250. The switching device 250 may be configured using a plurality of multi-way valves.

[0021] In this embodiment, the air conditioner 40 and the heat medium circuit 200 function as an example of a "temperature adjustment device" according to the present disclosure. However, the present disclosure is not limited to this, and any method for heating and cooling the battery 100 may be used. For example, the temperature of the battery 100 may be increased by utilizing heat generated by the air conditioner 40 during heating or heat generated by the PCU 21 (inverter) during power supply.

[0022] The vehicle 10 is configured to be able to perform external charging (charging the battery 100 with power from outside the vehicle). The SPU 12 is provided on the charging line CHL and functions as an on-board charger (charging circuit). The SPU 12 may also function as an ESU (Electric Supply Unit). The charging relay 13 switches between connection and disconnection of the charging line CHL. The ECU 500 connects the charging relay 13 before starting external charging and controls the SPU 12 by maintaining the charging relay 13 in the connected state during charging. When the tip (connector) of a charging cable connected to an EVSE (Electric Vehicle Supply Equipment) 800 is connected (plugged in) to an inlet 11 of the parked vehicle 10, the vehicle 10 is electrically connected to the EVSE 800. The vehicle 10 can charge the battery 100 using power input from the EVSE 800 to the inlet 11. One end of the charging line CHL is connected between the SMR 20 and the PCU 21, and the other end is connected to the inlet 11. However, the present invention is not limited to this, and one end of the charging line CHL may be connected between the battery 100 and the SMR 20.

[0023] The HMI 600A is an HMI (in-vehicle HMI) mounted on the vehicle 10. The HMI 600A may include a touch panel display. The HMI 600A may include at least one of an instrument panel, a navigation system, and a head-up display.

[0024] The mobile terminal 600B is a terminal carried by the user of the vehicle 10. The mobile terminal 600B is, for example, a smartphone. A smartphone has a built-in computer including one or more processors and one or more storage devices, and is equipped with a touch panel display and a speaker. However, the mobile terminal 600B is not limited to this, and a laptop, a portable game console, a wearable device, an electronic key, or the like can also be used.

[0025] In the vehicle 10, the ECU 500 controls the air conditioning device 40 and the heat medium circuit 200 so that the temperature of the battery 100 approaches a target temperature before the vehicle 10 starts to travel. This control corresponds to first precondition control. Furthermore, the ECU 500 controls the air conditioning device 40 and the heat medium circuit 200 so that the temperature of the battery 100 approaches a target temperature while the vehicle 10 is traveling and before external charging of the battery 100 starts. This control corresponds to second precondition control. Hereinafter, the "precondition control" may be referred to as "PC control."

[0026] Figure 2 is a flowchart showing the process flow for setting the PC control conditions (target temperature and start timing). Note that "S" in the flowchart indicates a step.

[0027] The processing flow shown in Fig. 2 starts when ECU 500 acquires schedule information indicating a schedule for vehicle 10. ECU 500 acquires the schedule information from mobile terminal 600B. A user of vehicle 10 can input the schedule information into mobile terminal 600B. Fig. 3 is a diagram for explaining the functions of ECU 500 and mobile terminal 600B.

[0028] Referring to FIG. 3, ECU 500 includes a processor 510 such as a CPU (Central Processing Unit), and a storage device 520 that stores information that can be processed by processor 510. Storage device 520 is configured to be able to save stored information. Storage device 520 stores programs as well as various types of information used by the programs. Processor 510 executes the programs to perform various types of control. ECU 500 also has a timekeeping function (timer). This timekeeping function may be realized by hardware (a timer circuit) or by software. ECU 500 also performs wireless communication with mobile terminal 600B via communication device 400.

[0029] Application software (hereinafter referred to as a "schedule application") that manages schedules for the vehicle 10 is installed in the mobile terminal 600B. When the schedule application is started up in the mobile terminal 600B, for example, a screen Sc1 is displayed on the mobile terminal 600B. The mobile terminal 600B accepts input from the user.

[0030] Screen Sc1 includes display units M1 and M2 and operation units P1 to P4. Operation unit P1 accepts a user operation to set the scheduled departure time (scheduled start time of traveling) of vehicle 10. Display unit M1 displays the scheduled departure time set by operation unit P1. Operation unit P2 accepts a user operation to set weekly recurrence. Display unit M2 displays the day of the week for which weekly recurrence has been set by operation unit P2. Operation unit P3 accepts a user operation to switch between air conditioning reservation / no reservation. Operation unit P4 accepts a user operation to switch between external charging schedule / no schedule.

[0031] Screen Sc1 shows a state in which neither the scheduled departure time nor weekly recurrence is set in the schedule app, air conditioning is not scheduled, and external charging is not scheduled. When the scheduled departure time (e.g., 8:30 a.m.) is set in the schedule app, weekly recurrence is set for Monday through Friday, and air conditioning is scheduled, the mobile terminal 600B displays screen Sc2 instead of screen Sc1. When weekly recurrence is set, the schedule (scheduled departure time, whether air conditioning is scheduled, and whether charging is scheduled) linked to the specified day of the week (e.g., Monday through Friday) is saved in the storage device of the mobile terminal 600B. Then, each time the specified day of the week arrives, the mobile terminal 600B reads out the schedule linked to that day from the storage device and automatically sets it. In addition, by reserving air conditioning through the schedule app, the user can request PC control of the air conditioning in the cabin of the vehicle 10 (see S66 and S68 in FIG. 4, described later) from the ECU 500.

[0032] When external charging is further set as scheduled in the schedule app, the mobile terminal 600B displays screen Sc3 instead of screen Sc2. Planned external charging is external charging at a location other than the current location. When external charging is scheduled, it means that the vehicle 10 will move toward the EVSE. By inputting a schedule for external charging through the schedule app, the user can request the ECU 500 to perform advance temperature adjustment of the battery 100 for external charging (see S66 and S68 in FIG. 4, which will be described later).

[0033] When a schedule for vehicle 10 is newly set by the user or changed by the user, or when a schedule for vehicle 10 is automatically set based on a weekly recurrence setting by the user, schedule information is transmitted from mobile terminal 600B to ECU 500. The schedule information indicates the schedule for vehicle 10 set by the user through the schedule app described above. Specifically, the schedule information includes charging schedule information indicating whether external charging is scheduled and air conditioning reservation information indicating whether air conditioning is scheduled. When a scheduled departure time is set, the schedule information further includes departure time information indicating the scheduled departure time. Note that when a scheduled departure time is not set in the schedule app, air conditioning reservation and / or setting of a schedule for external charging may be prohibited.

[0034] The ECU 500 starts the process flow shown in FIG. 2 every time it receives schedule information for the day from the mobile terminal 600B. When the ECU 500 receives the schedule information while in a stopped state (e.g., a sleep state), it starts up and starts the process flow. Referring to FIG. 2, in S11, the ECU 500 determines whether external charging is scheduled based on the charging schedule information. If external charging is scheduled (YES in S11), the ECU 500 determines in S12 whether the vehicle 10 is in a state before starting to travel. For example, the ECU 500 may determine that the vehicle 10 is in a state before starting to travel when the vehicle drive device (PCU 21 and MG 22) that uses electric power to rotate the drive wheels of the vehicle 10 is in a stopped state (inactive), and may determine that the vehicle 10 has started to travel when the vehicle drive device becomes in an operating state (active). The ECU 500 may determine whether the vehicle 10 is in a state before starting to travel or a state during travel based on the respective states (disconnected / connected) of the charging relay 13 and the SMR 20. In this embodiment, power is supplied to the vehicle drive system when the SMR 20 is in a connected state. If the charging relay 13 is in a disconnected state, the vehicle drive system is activated. However, if the charging relay 13 is in a connected state, the vehicle drive system is stopped, and the vehicle 10 is prohibited from traveling. The ECU 500 starts or stops the control system (vehicle system) of the vehicle 10 in response to a start or stop operation by the user, or when a predetermined start or stop condition is met. When the vehicle system is stopped, the charging relay 13 and the SMR 20 are both in a disconnected state. After starting the vehicle system (including the ECU 500), the ECU 500 connects the SMR 20. Furthermore, in response to a request for external charging from the user or the EVSE, the ECU 500 connects the charging relay 13 after stopping the vehicle drive system.

[0035] If it is determined that vehicle 10 has not yet started traveling (YES in S12), ECU 500 sets the schedule flag stored in storage device 520 to "1" in S21. Then, the process proceeds to S31. On the other hand, if it is determined that vehicle 10 is traveling (NO in S12), ECU 500 sets the schedule flag to "3" in S22. Then, the process proceeds to S32.

[0036] If external charging is not scheduled (NO in S11), the ECU 500 determines in S13 whether the vehicle 10 is scheduled to start traveling. The ECU 500 determines whether the vehicle 10 is scheduled to start traveling based on the schedule information. If the schedule information indicates a scheduled departure time or an air conditioning reservation for the vehicle 10, this means that the vehicle 10 is scheduled to start traveling. If neither a scheduled departure time nor an air conditioning reservation exists for the vehicle 10, the determination in S13 is NO. Also, if the vehicle 10 is currently traveling, the determination in S13 is NO. If the determination in S13 is NO, the ECU 500 sets the schedule flag to "0" in S23. Thereafter, the process proceeds to S33. On the other hand, if the vehicle 10 is in a state before starting traveling and the vehicle 10 is scheduled to start traveling (YES in S13), the ECU 500 sets the schedule flag to "2" in S24. Thereafter, the process proceeds to S31.

[0037] In S31, the ECU 500 predicts the travel start time of the vehicle 10 using the schedule information (travel schedule information). If the schedule information includes departure time information, the ECU 500 predicts that the vehicle 10 will start traveling at the scheduled departure time indicated by the departure time information. If the schedule information does not include departure time information and indicates that air conditioning is reserved, the ECU 500 may predict that the travel start time of the vehicle 10 is the time when a predetermined time has elapsed since the timing when no air conditioning reservation was made to air conditioning reservation. If the schedule information does not include departure time information and indicates that external charging is scheduled, the ECU 500 may predict that the travel start time of the vehicle 10 is the time when a predetermined time has elapsed since the timing when no charging is planned to be made to charging is planned. Once the travel start time is predicted in S31, the process proceeds to S32.

[0038] In S32, the ECU 500 acquires the current temperature of the battery 100 and predicts future temperature transition (temperature change) of the battery 100. The ECU 500 may predict the temperature change of the battery 100 before the start of running based on the outside air temperature. The ECU 500 may predict the temperature change of the battery 100 during running based on the outside air temperature and running conditions.

[0039] In S33, the ECU 500 determines whether to execute PC control. If the schedule flag is "0," a decision not to execute PC control is made (NO in S33), and the process proceeds to S43. On the other hand, if the schedule flag is "1" or "2," the ECU 500 determines whether to execute or not execute PC control based on whether a predetermined prohibition condition is met. If the prohibition condition is met, a NO determination is made in S33, and the process proceeds to S43. For example, the prohibition condition may be met when the current SOC of the battery 100 is equal to or lower than a predetermined value. Alternatively, the prohibition condition may be met when the process of S32 predicts that the temperature of the battery 100 will be within a reference temperature (e.g., Tm in FIG. 4, which will be described later) or a temperature nearby (a recommended temperature range) even without executing PC control. In S43, the ECU 500 sets "0" to the temperature control flag stored in the storage device 520. Thereafter, the process flow ends.

[0040] If the schedule flag is "1" or "2" and the prohibition condition is not satisfied, a decision to execute is made (YES in S33), and the process proceeds to S34. In S34, the ECU 500 determines whether to heat the battery 100 by the PC control to be executed. For example, based on the transition of the temperature of the battery 100 predicted in S32, the ECU 500 determines whether heating or cooling is necessary to bring the temperature of the battery 100 into the recommended temperature range. If the battery 100 is to be heated by the PC control (YES in S34), the ECU 500 sets the temperature control flag to "1" in S41. If the battery 100 is to be cooled by the PC control (NO in S34), the ECU 500 sets the temperature control flag to "2" in S42.

[0041] When the temperature control flag is set to "1" or "2," the process proceeds to S51. In S51, the ECU 500 sets a target temperature for PC control. In this embodiment, the ECU 500 sets the target temperature based on the table shown in FIG. 3. Specifically, when the vehicle 10 has not yet started running, external charging is scheduled, and the battery 100 is to be heated by PC control (schedule flag="1" and temperature control flag="1"), the ECU 500 sets the target temperature to a first temperature (hereinafter referred to as "T1"). When the vehicle 10 has not yet started running, the vehicle 10 is scheduled to run, external charging is not scheduled, and the battery 100 is to be heated by PC control (schedule flag="2" and temperature control flag="1"), the ECU 500 sets the target temperature to a second temperature (hereinafter referred to as "T2"). When the vehicle 10 is running, external charging is scheduled, and the battery 100 is to be heated by PC control (schedule flag = "3" and temperature control flag = "1"), the ECU 500 sets the target temperature to a third temperature (hereinafter referred to as "T3"). When the vehicle 10 has not yet started running, external charging is scheduled, and the battery 100 is to be cooled by PC control (schedule flag = "1" and temperature control flag = "2"), the ECU 500 sets the target temperature to a fourth temperature (hereinafter referred to as "T4"). When the vehicle 10 has not yet started running, the vehicle 10 is scheduled to run, external charging is not scheduled, and the battery 100 is to be cooled by PC control (schedule flag = "2" and temperature control flag = "2"), the ECU 500 sets the target temperature to a fifth temperature (hereinafter referred to as "T5"). When the vehicle 10 is running, external charging is scheduled, and the battery 100 is cooled by PC control (schedule flag = "3" and temperature adjustment flag = "2"), the ECU 500 sets the target temperature to a sixth temperature (hereinafter referred to as "T6"). With regard to T1 to T6, T1 is higher than T2, T3 is higher than T1, T5 is higher than T4, and T4 is higher than T6. Setting the target temperatures under PC control as described above makes it easier to adjust the temperature of the battery 100 to an appropriate temperature depending on the state and schedule of the vehicle 10.

[0042] Once the target temperature is set in S51, the ECU 500 sets the start timing of PC control in S52. When the vehicle 10 has not yet started running, the ECU 500 determines the start timing of PC control using the running start time predicted in S31. The ECU 500 determines the start timing of PC control so that the temperature of the battery 100 reaches the target temperature at or just before the predicted running start time. On the other hand, when the vehicle 10 is running, the ECU 500 determines the current time or a timing a predetermined time after the current time (for example, several minutes later) as the start timing of PC control. This ends the processing flow shown in FIG. 2. When the vehicle 10 has not yet started running, the ECU 500 may set the start timing of PC control determined in S52 as the start timing in the timer, and then enter a stopped state (for example, a sleep state).

[0043] Fig. 4 is a flowchart showing the procedure for battery temperature adjustment control including first PC control and second PC control. Referring to Fig. 4, in S61, it is determined whether the start timing for PC control set in S52 of Fig. 2 has arrived. If the temperature adjustment flag is "0", the process of S52 is not executed, so a NO determination is made in S61 and the process proceeds to S71. Also, if the set start timing has not arrived (NO in S61), the process proceeds to S71.

[0044] In S71, it is determined whether the vehicle system is operating. When the vehicle 10 has not yet started traveling, the vehicle system is basically in a stopped state (including a sleep state). However, even before the vehicle 10 has started traveling, the vehicle system can be started by the processing of S63, which will be described later. When the vehicle system is in a stopped state (NO in S71), the processing returns to the first step (S61). Therefore, before the vehicle 10 starts traveling, the processing of S61 and S71 is repeated until the set start timing arrives. On the other hand, when the vehicle 10 is traveling, the vehicle system is operating (YES in S71), and the processing proceeds to S72. In S72, the ECU 500 executes a predetermined battery temperature adjustment control. Specifically, the ECU 500 controls the air conditioner 40 and the heat medium circuit 200 so that the air conditioning request from the user is satisfied and deterioration of the battery 100 is suppressed. Thereafter, the processing returns to S61. Therefore, if the timing to start PC control is not set, the processes of S61, S71, and S72 are repeated while the vehicle 10 is running. Each step in Fig. 4 is executed by the ECU 500 while the vehicle 10 is running.

[0045] When the set start timing for PC control arrives (YES in S61), it is determined in S62 whether the vehicle system is operating. If the vehicle system is operating (YES in S62), the process proceeds to S64. If the vehicle system is stopped (NO in S62), the vehicle system (including ECU 500) is started in S63, and then the process proceeds to S64. While the start timing set in the timer of stopped ECU 500 has not arrived, NO may be determined in S61. When the start timing set in the timer arrives, YES may be determined in S61 and NO may be determined in S62, and the timer may start ECU 500 (including processor 510) in S63.

[0046] In S64, the ECU 500 determines whether the temperature adjustment flag is "1". If the temperature adjustment flag is "1" (YES in S64), the ECU 500 determines in S65 whether the temperature of the battery 100 is equal to or higher than a target temperature (one of T1 to T3 set in S51 of FIG. 2). If the temperature of the battery 100 is lower than the target temperature, the ECU 500 heats the battery 100 by the first PC control or the second PC control in S66. Specifically, the ECU 500 controls the air conditioner 40 and the heat medium circuit 200 so as to bring the temperature of the battery 100 closer to the target temperature. If air conditioning is reserved, the air conditioner 40 is further controlled so that the temperature inside the vehicle cabin approaches a predetermined temperature. While the temperature of the battery 100 has not reached the target temperature (NO in S65), S65 and S66 are repeated, and the PC control continues. Then, when the temperature of the battery 100 reaches the target temperature by the PC control (S66), the process proceeds to S69, whereupon the PC control ends.

[0047] If the temperature adjustment flag is "2" (NO in S64), the ECU 500 determines in S67 whether the temperature of the battery 100 is equal to or lower than a target temperature (one of T4 to T6 set in S51 of FIG. 2). If the temperature of the battery 100 is higher than the target temperature, the ECU 500 cools the battery 100 by the first PC control or the second PC control in S68. Specifically, the ECU 500 controls the air conditioner 40 and the heat medium circuit 200 so as to bring the temperature of the battery 100 closer to the target temperature. If air conditioning is reserved, the air conditioner 40 is further controlled so that the temperature inside the vehicle cabin approaches a predetermined temperature. While the temperature of the battery 100 has not reached the target temperature (NO in S67), S67 and S68 are repeated, and the PC control continues. Then, when the temperature of the battery 100 reaches the target temperature by the PC control (S68), the process proceeds to S69. This ends the PC control.

[0048] In S69, ECU 500 resets the PC control conditions (target temperature and start timing) (for example, resets them to none). Then, the process returns to S61. As a result, S61 returns to NO, and the processes of S61, S71, and S72 are repeated, and the battery temperature control of S72 continues. If air conditioning is scheduled, the temperature inside the vehicle cabin is maintained at a predetermined temperature (for example, a comfortable temperature) by the battery temperature control of S72.

[0049] Lines L11, L12, L13, L21, L22, and L23 in Figure 4 show the temperature changes of battery 100 while PC control (S66 or S68) is being executed, with target temperatures set to T2, T1, T3, T5, T4, and T6, respectively.

[0050] The temperature range of battery 100 required when vehicle 10 starts running (recommended temperature range when starting running) tends to be wider than the temperature range of the power storage device required when external charging starts (recommended temperature range when starting external charging). T1 to T6 are all included in the recommended temperature range when starting running. Furthermore, T3 and T6 are also included in the recommended temperature range when external charging starts. T6 is higher than T3. Tm corresponds to a reference temperature (for example, the recommended temperature when external charging starts). If the temperature of battery 100 at the start of external charging is included in the recommended temperature range when external charging starts, it becomes easier to receive a large amount of power (rapid charging) from the EVSE during external charging.

[0051] In the first PC control (S68) for cooling the battery 100, the temperature of the battery 100 changes as shown by lines L21 and L22. The target temperature (T5) when external charging is not planned is higher than the target temperature (T4) when external charging is planned. When external charging is not planned, the cooling of the battery 100 by the first PC control is ended early, thereby suppressing the power consumption of the battery 100. This makes it easier to leave a sufficient amount of stored power in the battery 100 for driving. Furthermore, if the battery 100 is cooled until its temperature reaches T5, it is unlikely to have an adverse effect on the driving of the vehicle 10. On the other hand, when external charging is planned, the battery 100 is cooled to T4 by the first PC control, so that the temperature of the battery 100 approaches the recommended temperature range at the start of external charging.

[0052] In the first PC control (S66) for heating the battery 100, the temperature of the battery 100 changes as shown by lines L11 and L12. The target temperature (T2) when external charging is not planned is lower than the target temperature (T1) when external charging is planned. When external charging is not planned, the heating of the battery 100 by the first PC control is ended early, thereby suppressing the power consumption of the battery 100. This makes it easier to leave a sufficient amount of stored power in the battery 100 for driving. Furthermore, if the battery 100 is heated until its temperature reaches T2, it is unlikely to have an adverse effect on the driving of the vehicle 10. On the other hand, when external charging is planned, the battery 100 is heated to T1 by the first PC control, so that the temperature of the battery 100 approaches the recommended temperature range for starting external charging.

[0053] 3 is operated to schedule external charging while the vehicle 10 is traveling, the second PC control (S66) is executed to heat the battery 100 to T3, or the second PC control (S68) is executed to cool the battery 100 to T6, as indicated by lines L13 and L23. This allows the temperature of the battery 100 to fall within the recommended temperature range for starting external charging before external charging begins.

[0054] The user may set a schedule for external charging using the HMI 600A instead of the mobile terminal 600B. The HMI 600A may function as a navigation system. FIG. 5 is a diagram showing a modified example of a method for inputting a schedule for external charging. Referring to FIG. 5, the HMI 600A displays, for example, a screen Nv for car navigation. A mark Ps in the screen Nv indicates the current location of the vehicle 10. Marks E1 to E4 in the screen Nv indicate the locations of the EVSE for route charging. When the user specifies one of the marks E1 to E4 by operating the touch panel, information about the EVSE corresponding to the specified mark (such as charging standard and rated output) as well as a time slot available for reservation, a reservation button B1, and a time change button B2 are displayed. The user can change the displayed time slot by operating the time change button B2. Furthermore, the user can make a reservation for the corresponding EVSE for the displayed time slot by operating the reservation button B1. When the EVSE is reserved, the processing flow shown in FIG. 2 is started, and YES is determined in S11. Additionally, identification information (vehicle ID) of the vehicle 10 is transmitted from the vehicle 10 to the server 900 together with information about the EVSE selected by the user. The server 900 manages a plurality of EVSEs, including the EVSE selected by the user. By performing vehicle authentication or user authentication with the reserved EVSE, the vehicle 10 can perform external charging (e.g., rapid charging using DC power supply) of the battery 100 using the reserved EVSE during the reserved time period.

[0055] The method for setting the conditions for PC control is not limited to the above-described method. The ECU 500 may set different start timings for PC control depending on whether external charging is scheduled or not. For example, when external charging using an EVSE is scheduled using the method shown in FIG. 5, the ECU 500 may set the conditions for PC control as described below. FIG. 6 is a diagram illustrating a modified example of the method for setting the conditions for PC control. Referring to FIG. 6, the ECU 500 may start the first PC control at timing ts1 when external charging is not scheduled, and may start the first PC control at timing ts2, which is earlier than timing ts1, when external charging is scheduled. If the temperature of the battery 100 at timing ts2 is lower than T3, the target temperature for the first PC control may be set so that the temperature of the battery 100 reaches T3 at or just before the scheduled charging start time. Instead of the above-described T1, T1A corresponding to the scheduled charging start time may be set. Then, after the temperature of battery 100 reaches T1A before the vehicle 10 starts running by the first PC control (line L12A), battery 100 may be heated by the second PC control (line L12B) while the vehicle 10 is running. On the other hand, if the temperature of battery 100 at timing ts2 is higher than T6, the target temperature of the first PC control may be set so that the temperature of battery 100 reaches T6 at or just before the scheduled charging start time. Instead of the above-mentioned T4, T4A according to the scheduled charging start time may be set. Then, after the temperature of battery 100 reaches T4A before the vehicle 10 starts running by the first PC control (line L22A), battery 100 may be cooled by the second PC control (line L22B) while the vehicle 10 is running.

[0056] The vehicle is not limited to a passenger car, but may be a bus, truck, or work vehicle (tractor, forklift, etc.). The vehicle may be configured to be capable of unmanned driving by automatic driving or remote driving. The vehicle may be an automated guided vehicle (AGV). The number of wheels is not limited to four, but may be three, five or more. The vehicle may be configured to be capable of wireless charging.

[0057] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0058] 10 vehicles, 40 air conditioners, 100 batteries, 200 heat transfer circuits, 500 ECUs, 600A HMIs, 600B mobile terminals.

Claims

1. A temperature adjustment system including a control device, the control device is configured to control a temperature adjustment device that adjusts the temperature of an electricity storage device mounted on a vehicle, the control device is configured to acquire charging schedule information related to a schedule for external charging of the power storage device; the control device is configured to execute first precondition control to control the temperature adjustment device so as to bring the temperature of the power storage device closer to a target temperature before the vehicle starts traveling; A temperature adjustment system, wherein the target temperature in the first precondition control differs depending on whether external charging of the power storage device is scheduled or not.

2. the vehicle is an electric vehicle configured to be able to run using electric power output from the power storage device, the temperature adjustment device is configured to adjust the temperature of the power storage device using the electric power output from the power storage device; 2. The temperature adjustment system according to claim 1, wherein in the first precondition control for cooling the power storage device, the target temperature when external charging of the power storage device is not scheduled is higher than the target temperature when external charging of the power storage device is scheduled.

3. 3. The temperature adjustment system according to claim 1, wherein in the first precondition control for heating the power storage device, the target temperature when external charging of the power storage device is not scheduled is lower than the target temperature when external charging of the power storage device is scheduled.

4. the control device is configured to further acquire travel schedule information including at least one of information regarding a reservation for air conditioning of the vehicle and information regarding a scheduled start time of travel of the vehicle; 2. The temperature adjustment system according to claim 1, wherein the control device is configured to predict a time when the vehicle will start traveling using the travel schedule information, and to determine a start timing of the first precondition control using the predicted travel start time.

5. the control device is configured to further execute second precondition control to control the temperature adjustment device so as to bring the temperature of the power storage device closer to a target temperature while the vehicle is traveling and before external charging of the power storage device is started, The control device when the vehicle has not yet started traveling, external charging of the power storage device is scheduled, and the power storage device is to be heated by the first precondition control, a first temperature is set as the target temperature in the first precondition control; when the vehicle has not yet started traveling, the vehicle is scheduled to travel, external charging of the power storage device is not scheduled, and the power storage device is to be heated by the first precondition control, a second temperature is set as the target temperature in the first precondition control; when the vehicle is traveling, external charging of the power storage device is scheduled, and the power storage device is heated by the second precondition control, a third temperature is set as the target temperature in the second precondition control; when the vehicle has not yet started traveling, external charging of the power storage device is scheduled, and the power storage device is to be cooled by the first precondition control, a fourth temperature is set as the target temperature in the first precondition control; when the vehicle has not yet started traveling, the vehicle is scheduled to travel, external charging of the power storage device is not scheduled, and the power storage device is to be cooled by the first precondition control, a fifth temperature is set as the target temperature in the first precondition control; When the vehicle is traveling, external charging of the power storage device is scheduled, and the power storage device is cooled by the second precondition control, a sixth temperature is set as the target temperature in the second precondition control. It is configured as follows: the first temperature is greater than the second temperature; the third temperature is higher than the first temperature; the fifth temperature is higher than the fourth temperature; The temperature regulation system of claim 4 , wherein the fourth temperature is higher than the sixth temperature.

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