Battery management system

Abstract

To increase the possibility of fuel efficiency improvement by controlling the timing of pre-temperature adjustment.SOLUTION: A system includes: an acquisition part for acquiring past departure time when a vehicle departed to a destination; an expected regeneration value calculation part for calculating an expected regeneration value for each departure time candidate to the destination of a battery supplying power to the vehicle's driving device; and a temperature adjustment completion time determination part for determining temperature adjustment completion time to complete the battery's temperature adjustment from the departure time candidates, in accordance with the past departure time and the expected regeneration value.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a battery management system. [Background technology]

[0002] A technology known as pre-temperature control is known for adjusting the temperature of a battery before departure in a vehicle equipped with a battery for driving. Patent Document 1 discloses a technology for changing the target battery temperature of the main battery from a set initial value based on vehicle usage information that affects the state of the main battery at the vehicle's arrival point, such as a destination. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-27797 Summary of the Invention [Problem to be solved by the invention]

[0004] In vehicles equipped with a battery for driving, regenerative braking while driving improves fuel economy. Furthermore, the higher the battery temperature, the greater the amount of regeneration. Therefore, if the battery is cold, for example in winter, warming the battery before setting off can increase the amount of regeneration.

[0005] If the departure time is fixed, pre-temperature control can be performed to coincide with the departure time. However, there are cases where the departure time is not fixed. For example, the departure time may change depending on the weather, the level of traffic congestion, etc. For example, if the time set for pre-temperature control is later than the departure time, the vehicle will depart before pre-temperature control is completed, resulting in a smaller amount of regenerated energy than if the vehicle departed after pre-temperature control was completed. Furthermore, if pre-temperature control is completed too early, the battery temperature will drop by the time of departure, again resulting in a smaller amount of regenerated energy. This reduced regenerative energy leads to a problem of reduced fuel efficiency.

[0006] The present invention has been made in view of the above-mentioned problems, and has an object to increase the possibility of improving fuel economy by controlling the timing of pre-temperature adjustment. [Means for solving the problem]

[0007] In order to achieve the above object, the battery management system includes an acquisition unit that acquires past departure times when a vehicle departed to reach a destination, a regeneration expectation value calculation unit that calculates the regeneration expectation value of a battery that supplies power to the vehicle's drive unit for each candidate departure time to the destination, and a temperature control completion time determination unit that determines a temperature control completion time at which temperature control of the battery is completed from among the candidate departure times based on the past departure times and the regeneration expectation value.

[0008] That is, the battery management system determines the temperature control completion time for completing pre-temperature control of the battery for supplying power to the vehicle's drive unit based on the past departure time and the expected regeneration value. By controlling the timing of pre-temperature control in this way, the possibility of improving the vehicle's fuel efficiency can be increased. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a configuration diagram of a battery management system and a vehicle. [Figure 2] 10 is a flowchart illustrating a battery management process. [Figure 3] 10 is a flowchart showing detailed processing in the battery temperature table creation processing (step S106). [Figure 4] 10 is a flowchart showing detailed processing in the regeneration expected value table creation processing (step S108). [Figure 5] 10 is a flowchart showing detailed processing in the temperature adjustment completion time determination processing (step S112). [Figure 6] FIG. 10 is a diagram illustrating an example of the data configuration of a departure time candidate table. [Figure 7] FIG. 10 is a diagram illustrating an example of a data configuration of a battery temperature table. [Figure 8] FIG. 10 is a diagram illustrating an example of a data configuration of a temperature-specific regeneration expected value table. [Figure 9] FIG. 10 is a diagram illustrating an example of a data configuration of a calculation table. DETAILED DESCRIPTION OF THE INVENTION

[0010] Here, the embodiments of the present invention will be described in the following order. (1) Battery management system configuration: (2) Battery management processing: (3) Additional notes:

[0011] (1) Battery Management System Fig. 1 is a configuration diagram of a battery management system 10 and a vehicle 20. The battery management system 10 is a system that manages a battery 23 that supplies power to a drive unit 22 of the vehicle 20. Although Fig. 1 shows only one vehicle 20, the battery management system 10 may manage batteries of two or more vehicles.

[0012] The vehicle 20 of this embodiment is an electric vehicle. When decelerating, the vehicle 20 can convert kinetic energy into electrical energy, return it to a battery for driving, and reuse it. The battery management system 10 of this embodiment warms up the battery 23 before the vehicle 20 departs, in order to increase the amount of regeneration by regenerative braking of the vehicle 20, and performs processing to determine the timing of so-called pre-temperature control. Note that the vehicle may also be a hybrid vehicle.

[0013] The vehicle 20 includes a control unit 21 for energy management such as an energy management ECU, a drive unit 22, a battery 23 that supplies power to the drive unit 22, and a charging connector 24. The vehicle 20 is also equipped with a car navigation device 25. The car navigation device 25 includes a communication device 251.

[0014] The communication device 251 includes a communication circuit for wireless communication with other devices. The car navigation device 25 can communicate with the battery management system 10 via the communication device 251. The control unit 21 includes an ECU, a ROM, a RAM, a recording medium, etc. The control unit 21 adjusts the temperature of the battery 23, for example.

[0015] If the battery 23 is too cold, it will not be able to supply sufficient power, and if it is too hot, it will deteriorate, so an optimum temperature is approximately 20°C. Therefore, in this embodiment, pre-temperature control is performed so that the temperature of the battery 23 reaches a target value at the time when the vehicle 20 is scheduled to depart. Pre-temperature control is a process for adjusting the temperature of the battery 23 before departure. In this embodiment, the battery management system 10 estimates the departure time of the vehicle 20 and determines the completion time of the pre-temperature control so that the pre-temperature control will be completed at the departure time.

[0016] The battery management system 10 includes a control unit 100 including a CPU, RAM, ROM, etc., a communication unit 110, and a recording medium 120. The communication unit 110 communicates with a car navigation device 25 of the vehicle 20. The control unit 100 can communicate with the car navigation device 25 via the communication unit 110. The recording medium 120 stores behavior history information 121. The behavior history information 121 records, as history, information such as the travel route from a departure point to a destination that the vehicle 20 has traveled in the past, the departure time, and the deceleration position while traveling on the travel route.

[0017] The control unit 100 can execute programs stored in the recording medium 120 or the ROM. In this embodiment, the control unit 100 executes a battery management program 101. The battery management program 101 is a program for managing the timing of charging the battery of the vehicle 20.

[0018] By executing the battery management program 101, the control unit 100 determines the time when the vehicle 20 will complete pre-temperature control and transmits this to the car navigation device 25 of the vehicle 20. To this end, by executing the battery management program 101, the control unit 100 functions as an acquisition unit 102, a route estimation unit 103, a regeneration expected value calculation unit 104, a temperature control completion time determination unit 105, and a communication processing unit 106. Note that, below, the processes described as being executed by the acquisition unit 102, the route estimation unit 103, the regeneration expected value calculation unit 104, the temperature control completion time determination unit 105, and the communication processing unit 106 are actually processes executed by the control unit 100.

[0019] The acquisition unit 102 acquires behavior history information 121. That is, the acquisition unit 102 acquires past departure times and travel routes. The route estimation unit 103 estimates a route to the destination that the vehicle 20 will travel, based on the behavior history information 121. Hereinafter, the estimated travel route will be referred to as an estimated travel route.

[0020] The regeneration expected value calculation unit 104 calculates the regeneration expected value. The regeneration expected value is the expected value of the amount of regeneration obtained by regenerative braking of the vehicle 20 while traveling along the estimated travel route. Specifically, the regeneration expected value calculation unit 104 sets past departure times as departure time candidates and calculates the regeneration expected value when departing at each departure time candidate. The process of calculating the regeneration expected value will be described in detail later.

[0021] The temperature control completion time determination unit 105 determines the temperature control completion time based on the regeneration expected value for each departure time candidate calculated by the regeneration expected value calculation unit 104. Specifically, the temperature control completion time determination unit 105 determines the departure time candidate that has the largest regeneration expected value as the temperature control completion time. The communication processing unit 106 communicates with the car navigation device 25 of the vehicle 20, and transmits the temperature control completion time to the car navigation device 25, for example.

[0022] (2) Battery management processing: 2 is a flowchart showing the battery management process. The battery management process is executed by the battery management system 10. The battery management process is executed periodically, for example, every second. In the battery management process, a temperature control completion time is determined, which is the time when pre-temperature control of the vehicle 20 is completed. In this embodiment, it is assumed that the outside air temperature is 0°C, the target value for pre-temperature control is 20°C, and the battery 23 is heated during pre-temperature control.

[0023] First, the control unit 100 checks whether the battery 23 of the vehicle 20 is connected to the charging connector 24 (step S100). The control unit 100 acquires connection information for the charging connector 24 from the communication device 251 of the vehicle 20. The connection information is information indicating whether the battery 23 is currently connected to the charging connector 24. When the control unit 100 acquires connection information indicating currently connected, the control unit 100 determines that the battery 23 is connected to the charging connector 24. When the battery 23 is not connected to the charging connector 24 (N in step S100), the control unit 100 ends the processing. When the battery 23 is not connected to the charging connector 24, the battery 23 will be consumed by the pre-temperature adjustment of the battery 23. Therefore, the battery management processing is not performed.

[0024] When the battery 23 is connected to the charging connector 24 (Y in step S100), the route estimation unit 103 estimates a destination and a driving route (step S102). Specifically, first, the acquisition unit 102 acquires the behavior history information 121 of the vehicle 20 to be processed from the recording medium 120. Then, the route estimation unit 103 estimates the destination and the driving route of a driving route that has been driven in the past by referring to the behavior history information 121. For example, when the vehicle 20 is used for commuting, the driving route from home to the workplace and the workplace as the destination are included at a certain rate or more in the history of multiple driving routes included in the behavior history information 121. In this way, the route estimation unit 103 acquires the driving route that is included at a certain rate or more and its destination. Hereinafter, the estimated destination will be referred to as an estimated destination, and the estimated driving route will be referred to as an estimated driving route.

[0025] Next, the regeneration expected value calculation unit 104 estimates candidate departure times for traveling along the estimated travel route to the estimated destination estimated in step S102 (step S104). These candidate departure times are candidates for traveling along the estimated travel route at a time after the current processing time, i.e., in the future. For example, assume that the departure times of past travel along the estimated travel route in the behavior history information 121 were between 7:00 and 9:00. In this case, the regeneration expected value calculation unit 104 estimates multiple times within this time period as candidate departure times. In this embodiment, the regeneration expected value calculation unit 104 estimates 7:00, 7:30, 8:00, 8:30, and 9:00 as candidate departure times in 30-minute increments.

[0026] Furthermore, in step S104, the regeneration expected value calculation unit 104 creates a departure time candidate table. FIG. 6 is a diagram showing an example of the data configuration of the departure time candidate table 300. In the departure time candidate table 300, a departure time candidate number, a departure time candidate, and a departure probability are associated with each other. The departure time candidate number is identification information for the departure time. The departure time candidate is an estimated departure time candidate. The departure probability is a value calculated from the history shown in the action history information 121. Note that a time span of 30 minutes centered on a departure time candidate is assumed, such as 7:00 being from 6:45 to 7:15, and 7:30 being from 7:15 to 7:45. The departure time candidate 7:00 is associated with the probability that the number of trips that departed at a departure time between 6:45 and 7:15 out of all trips that traveled along the estimated travel route. The departure time candidate table 300 is recorded in a storage unit, such as the recording medium 120.

[0027] Next, the regeneration expected value calculation unit 104 creates a battery temperature table (step S106). FIG. 7 is a diagram showing an example of the data configuration of the battery temperature table 400. In the battery temperature table 400, a temperature control completion time No., a temperature control completion time candidate, and a battery temperature for each departure time candidate are associated with each other. The temperature control completion time No. is identification information for the temperature control completion time candidate. The temperature control completion time candidate is a candidate time for completing pre-temperature control when traveling along the estimated traveling route. The temperature control completion time candidate is the same time as the departure time candidate, but for ease of explanation, they are given different names. If the departure time candidate is 7:00, 7:30, 8:00, 8:30, or 9:00, the temperature control completion time candidate will also be 7:00, 7:30, 8:00, 8:30, or 9:00.

[0028] FIG. 3 is a flowchart showing the detailed processing of the battery temperature table creation process (step S106). First, the regeneration expected value calculation unit 104 acquires candidate departure times (step S200). In this embodiment, the regeneration expected value calculation unit 104 acquires 7:00, 7:30, 8:00, 8:30, and 9:00 as candidate departure times. Next, the regeneration expected value calculation unit 104 acquires condition parameters (step S202). The condition parameters include a target temperature for pre-temperature control, a rate of battery temperature rise after the start of pre-temperature control, and a degree of natural cooling of the battery 23. In this embodiment, the target temperature is set to 20°C. The rate of battery temperature rise is set to 5°C every 30 minutes. That is, after the start of pre-temperature control, the temperature rises from the outside air temperature of 0°C to 20°C over one hour at a rate of 5°C every 30 minutes. The natural cooling rate is -2°C every 30 minutes, i.e., after pre-temperature adjustment is complete, the temperature will drop by 2°C in 30 minutes.

[0029] Next, the regeneration expected value calculation unit 104 uses the condition parameters to calculate the battery temperature, which is the temperature of the battery 23, for each candidate temperature control completion time and each candidate departure time (step S204). For example, if the temperature control completion time is 7:00, the battery temperature at 7:00 is 20°C, which is the target temperature of the pre-temperature control. Thereafter, the battery temperature gradually decreases, dropping by 2°C to 18°C ​​at 7:30 and then to 16°C at 8:00. If the temperature control completion time is 7:30, the battery temperature at 7:30 is 20°C, which is the target temperature of the pre-temperature control, and then decreases by 2°C each time. At 7:00, the battery temperature is 15°C, which is 5°C lower than the target temperature. In this way, the regeneration expected value calculation unit 104 calculates the battery temperature at each of the five departure times for each candidate temperature control completion time.

[0030] Next, the regeneration expected value calculation unit 104 records the battery temperature at each departure time candidate in the battery temperature table 400 based on the condition parameters (step S206). For example, the regeneration expected value calculation unit 104 assigns the temperature control completion time candidate No. 1 to each temperature control completion time candidate, and associates temperature control completion time candidate No. 1 with temperature control completion time candidate 7:00. Furthermore, the regeneration expected value calculation unit 104 records the battery temperatures at the five departure time candidates in association with temperature control completion time candidate 7:00. If pre-temperature control is completed at 7:00 and the departure time is also 7:00, the battery temperature will have risen to 20°C at the departure time, and the battery temperature in this case is 20°C. Therefore, the regeneration expected value calculation unit 104 records a battery temperature of 20°C in the cells for the temperature control completion time candidate 7:00 and the departure time candidate 7:00. Furthermore, if pre-temperature control is completed at 7:00 and the departure time is 7:30, the battery temperature will drop by 2°C from 20°C, resulting in 18°C. Therefore, the regeneration expected value calculation unit 104 records a battery temperature of 18°C ​​in the cells for the temperature control completion time candidate 7:00 and the departure time candidate 7:30.

[0031] Furthermore, if the temperature control completion time is 7:30 and the departure time is 7:00, pre-temperature control is not completed, and the battery temperature will be 15°C at 7:00 during heating. Therefore, the regeneration expected value calculation unit 104 records a battery temperature of 15°C in the cells for the temperature control completion time candidate 7:30 and the departure time candidate 7:00. In this way, the regeneration expected value calculation unit 104 records the battery temperature for each departure time candidate. The battery temperature table 400 is recorded in a storage unit such as the recording medium 120, for example.

[0032] When the battery temperature table creation process (step S106) is completed, the regeneration expected value calculation unit 104 next creates a temperature-specific regeneration expected value table (step S108), as shown in Fig. 2. Fig. 8 is a diagram showing an example of the data configuration of the temperature-specific regeneration expected value table 500.

[0033] In the temperature-specific regeneration expected value table 500, battery temperatures are associated with temperature-specific regeneration expected values. Here, the battery temperature is the temperature of the battery 23 at the departure point of the estimated driving route. The temperature-specific regeneration expected value is the expected total of the regeneration amounts at one or more regeneration points on the estimated driving route to the estimated destination, and is a value obtained for each battery temperature. The regeneration points are assumed to be indicated in the behavior history information 121. In the behavior history information 121, deceleration positions, i.e., points where regeneration occurs, are recorded as regeneration points. For example, if there are four regeneration points on the estimated driving route, the total of the regeneration amounts at each of the four regeneration points becomes the temperature-specific regeneration expected value.

[0034] 4 is a flowchart showing detailed processing in the regeneration expected value table creation process (step S108). First, the regeneration expected value calculation unit 104 repeats the following large loop process as many times as the number of possible battery temperatures. In this embodiment, the battery temperature table 400 lists nine possible battery temperatures at the departure point of the estimated travel route: 0°C, 5°C, 10°C, 12°C, 14°C, 15°C, 16°C, 18°C, and 20°C. Therefore, the following large loop process is repeated nine times.

[0035] First, the regeneration expected value calculation unit 104 selects one battery temperature from the nine battery temperatures and sets it as the target battery temperature, which is the battery temperature to be processed (step S300). Next, the regeneration expected value calculation unit 104 sets the cumulative regeneration amount at the target battery temperature to 0 (step S302). Here, the cumulative regeneration expected value corresponds to the temperature-specific regeneration expected value.

[0036] Next, the regeneration expected value calculation unit 104 selects one regeneration point on the estimated driving route and sets it as the target regeneration point, which is the regeneration point to be processed (step S304). Next, the regeneration expected value calculation unit 104 predicts the battery temperature at the target regeneration point (step S306). Battery temperature rises as the vehicle travels and regenerates power. The regeneration expected value calculation unit 104 predicts the battery temperature after the temperature rise based on an arithmetic expression using parameters such as travel distance, travel time, and speed. In this way, the regeneration expected value calculation unit 104 calculates the predicted transition value of the battery temperature. Next, the regeneration expected value calculation unit 104 calculates the amount of regeneration at the target regeneration point using a predetermined arithmetic expression for calculating the amount of regeneration from the battery temperature (step S308).

[0037] Next, the regeneration expected value calculation unit 104 adds the regeneration amount at the target regeneration point calculated in step S304 to the cumulative regeneration amount (step S310). The regeneration expected value calculation unit 104 repeats the small loop processing from step S302 to step S306 as many times as the number of regeneration points until all regeneration points on the estimated driving route are selected as target regeneration points. This obtains the cumulative regeneration amount for one battery temperature. This cumulative regeneration amount becomes the temperature-specific regeneration expected value. In this way, the temperature-specific regeneration expected value is calculated based on the number of regeneration points, which is the number of points on the estimated driving route where regeneration has occurred in the past, and the battery temperature and regeneration amount at each regeneration point.

[0038] When the small loop process is completed, the regeneration expectation value calculation unit 104 associates the target temperature and the cumulative regeneration amount as the battery temperature and the temperature-specific regeneration expectation value, respectively, and records these in the temperature-specific regeneration expectation value table 500 (step S312). The regeneration expectation value calculation unit 104 repeats the large loop process described above as many times as the number of battery temperatures until all battery temperatures have been selected as the target battery temperatures. This completes the temperature-specific regeneration expectation value table 500. The temperature-specific regeneration expectation value table 500 is recorded in a storage unit, such as the recording medium 120.

[0039] Upon completion of the temperature-specific regeneration expected value table creation process (step S108), the regeneration expected value calculation unit 104 subsequently acquires the departure time candidate table 300 created in step S104 (step S110), as shown in Fig. 2. Next, the regeneration expected value calculation unit 104 references the departure time candidate table 300, the battery temperature table 400, and the temperature-specific regeneration expected value table 500 to determine the temperature control completion time (step S112). Fig. 5 is a flowchart showing detailed processing in the temperature control completion time determination process (step S112).

[0040] First, the regeneration expected value calculation unit 104 selects one of the five temperature control completion time candidates and sets this as the target temperature control completion time candidate to be processed (step S400). Next, the regeneration expected value calculation unit 104 selects one of the five departure time candidates and sets this as the target departure time candidate to be processed (step S402). Next, the regeneration expected value calculation unit 104 references the battery temperature table 400 and extracts the battery temperatures at the target temperature control completion time candidate and the target departure time candidate (step S404). For example, if the target temperature control completion time candidate is 7:00 and the target departure time candidate is 7:00, a battery temperature of 20°C is extracted.

[0041] Next, the regeneration expected value calculation unit 104 references the temperature-specific regeneration expected value table 500 and extracts the temperature-specific regeneration expected value associated with the battery temperature (step S406). For example, when the battery temperature is 20°C, 2.5 kWh is extracted. Next, the regeneration expected value calculation unit 104 extracts the departure probability for the target departure time candidate (step S408). Next, the regeneration expected value calculation unit 104 calculates the regeneration expected value for the target temperature control completion time candidate and the target departure time candidate based on the battery temperature, the temperature-specific regeneration expected value, and the departure probability (step S410). For example, when the battery temperature is 20°C, the temperature-specific regeneration expected value is 2.5 kWh, and the occurrence probability is 10%, 0.25 kWh is obtained as the regeneration expected value using (Equation 1). 2.5kWh×10%=0.25kWh (Formula 1)

[0042] The regeneration expected value calculation unit 104 records the obtained regeneration expected value in a calculation table 600. FIG. 9 is a diagram showing an example of the data configuration of the calculation table 600. In the calculation table 600, a candidate temperature control completion time No., a candidate temperature control completion time, a regeneration expected value for each candidate departure time, and a cumulative regeneration expected value are associated with each other. The regeneration expected value obtained in step S410 is recorded in the corresponding cell of the calculation table 600. For example, the regeneration expected value of 0.25 kWh obtained using (Equation 1) for the target candidate temperature control completion time of 7:00 and the target candidate departure time of 7:00 is recorded in the cells for the candidate temperature control completion time of 7:00 and the candidate departure time of 7:00.

[0043] The regeneration expected value calculation unit 104 repeats the small loop process from step S402 to step S410 as many times as the number of departure time candidates until all departure time candidates have been selected as target departure time candidates. As a result, for example, the regeneration expected value for each of five departure time candidates corresponding to one temperature control completion time candidate in the calculation table 600 is recorded.

[0044] When the short loop processing is completed, the regeneration expectation value calculation unit 104 further calculates the cumulative regeneration expectation value at the target temperature control completion time (step S412). Specifically, the regeneration expectation value calculation unit 104 obtains the cumulative regeneration expectation value by adding up all the regeneration expectation values ​​at each departure time candidate obtained for the target temperature control completion time. The regeneration expectation value calculation unit 104 records this cumulative regeneration expectation value in the cell of the cumulative regeneration expectation value at the target temperature control completion time in the calculation table 600.

[0045] The regeneration expected value calculation unit 104 repeats the above large loop process as many times as the number of temperature control completion time candidates until all temperature control completion time candidates are selected as target temperature control completion time candidates. This allows the cumulative regeneration expected value for all temperature control completion time candidates to be obtained. In this way, the cumulative regeneration expected value at each temperature control completion time is calculated based on the occurrence probability of the departure time, the battery temperature, and the regeneration amount.

[0046] Next, the temperature control completion time determination unit 105 extracts a temperature control completion time candidate that maximizes the cumulative regeneration expected value, and determines this as the temperature control completion time (step S414). Upon completing the temperature control completion time determination process (step S112), the regeneration expected value calculation unit 104 subsequently transmits the temperature control completion time to the communication device 251 of the vehicle 20, as shown in Fig. 2 (step S114). This completes the battery management process.

[0047] In the vehicle 20, when the temperature control completion time is received from the battery management system 10, the control unit 21 adjusts the temperature of the drive unit 22 so that the temperature control is completed at the temperature control completion time. Specifically, the control unit 21 starts pre-temperature control of the battery 23 a certain time (for example, two hours) before the temperature control completion time.

[0048] As described above, the battery management system 10 according to this embodiment identifies the variation in departure time, i.e., the departure probability, obtained from the past behavior history of the vehicle 20. Then, taking the departure probability into consideration, the battery management system 10 determines the time at which the expected regeneration value is maximized as the temperature control completion time based on the battery temperature at each departure time and the expected regeneration value for the planned travel route. This allows the vehicle 20 to complete pre-temperature control at a temperature control completion time that maximizes the expected regeneration value, thereby increasing the possibility of improving fuel efficiency.

[0049] (3) Additional notes: The above embodiment is an example for carrying out the present invention, and various other embodiments can be adopted. For example, the battery management system 10 constituting the above embodiment can be configured as a plurality of systems. In this case, some of the functions of the battery management system 10 can be realized by the car navigation device 25 or another device. For example, a configuration can be adopted in which processing related to route estimation is executed by a server external to the battery management system 10.

[0050] The candidate departure times may be determined from the past departure times of the estimated travel route, and the specific process for estimating the candidate departure times is not limited to that described in the embodiment. For example, only past departure times with a departure probability equal to or greater than a certain value may be used as candidate departure times.

[0051] In this embodiment, in the temperature-specific regeneration expected value table creation process (step S108), the process of step S302 is performed assuming that the battery temperature changes while traveling along the estimated travel route. However, as another example, the battery temperature may be assumed to be constant while traveling along the estimated travel route, and the process of predicting the battery temperature (step S302) may be omitted. This reduces the amount of calculation.

[0052] The temperature control completion time may be determined based on the past departure time and the expected regeneration value, and the specific processing for this purpose is not limited to that described in the embodiment. The expected regeneration value may be obtained based on the battery temperature and the regeneration amount by temperature, and the specific processing for this purpose is not limited to that described in the embodiment.

[0053] In addition, in this embodiment, the regeneration points are determined based on the behavior history information 121, but predetermined points such as intersections in map information may also be determined as regeneration points. In this way, the regeneration points may be determined by any method, and the specific method for doing so is not limited to the embodiment.

[0054] Furthermore, the techniques of the present invention can also be applied as programs or methods. The above-described systems, programs, and methods may be realized as standalone devices or may be realized using components shared with various parts of a vehicle, and thus include various aspects. They can also be modified as appropriate, such as being partly software and partly hardware. Furthermore, the invention can also be realized as a recording medium for a program that controls the system. Of course, the recording medium for the program may be a magnetic recording medium or a semiconductor memory, and any recording medium developed in the future can be considered in the same way. [Explanation of symbols]

[0055] 10... battery management system, 20... vehicle, 21... control unit, 22... drive device, 23... battery, 24... charging connector, 100... control unit, 101... battery management program, 102... acquisition unit, 103... route estimation unit, 104... regeneration expected value calculation unit, 105... temperature control completion time determination unit, 106... communication processing unit, 110... communication unit, 120... recording medium, 121... behavior history information

Claims

1. an acquisition unit that acquires a past departure time at which a vehicle departed to reach a destination; a regeneration expected value calculation unit that calculates a regeneration expected value of a battery that supplies power to a drive device of the vehicle for each departure time candidate to the destination; a temperature control completion time determination unit that determines a temperature control completion time at which temperature control of the battery is completed from among the departure time candidates based on the past departure time and the regeneration expected value; A battery management system comprising:

2. The battery management system according to claim 1 , wherein the regeneration expected value is calculated based on the number of points where regeneration has occurred in the past on a travel route to the destination.

3. The battery management system according to claim 2 , wherein the regeneration expected value is further calculated based on the battery temperature and the amount of regeneration at a point where regeneration occurred in the past.

4. 4. The battery management system according to claim 1, wherein the temperature control completion time is calculated based on a probability of each of a plurality of past departure times, a predicted value of temperature transition of the battery, and the regeneration expected value.

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