vehicle

Abstract

The amount of heat generated by the battery is appropriately estimated so as not to exceed the actual amount of heat generated, allowing the battery to be heated appropriately. [Solution] If there is a charging facility at the destination set by the navigation device 600, the target temperature Tbt calculation unit 310 of the ECU 300 calculates the target battery temperature Tbt at the destination. The internal resistance r calculation unit 320 calculates the internal resistance r based on the current SOC and the target temperature Tbt. The heat generation amount Sh calculation unit 330 calculates the heat generation amount Sh of the battery using the current voltage VB, the internal resistance r, the average power consumption Pc from the current location to the destination, and the driving time Rt from the current location to the destination. The heating start timing St calculation unit calculates the heating start timing St of the heating device based on the battery temperature TB, the arrival time at the destination At, and the heat generation amount Sh. When the heating start timing St is reached, the ECU 300 starts heating the battery using the heating device.

Description

Technical Field

[0001] This disclosure relates to a vehicle.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2009-44887 (Patent Document 1) discloses an externally rechargeable hybrid vehicle (so-called, PHEV (Plug-in Hybrid Electric Vehicle)). When a rechargeable area is set at the destination in the PHEV disclosed in this Patent Document 1, when the vehicle arrives at the destination, the temperature management of the battery is performed so that the temperature of the battery falls within a temperature range suitable for charging.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In Patent Document 1, when the vehicle approaches the destination, the charge / discharge current of the battery until the destination is predicted, and the heat generation amount of the battery is calculated from the charge / discharge current and the internal resistance of the battery. Based on the heat generation amount of the battery, the battery temperature, and the outside air temperature, the battery temperature at the time of arrival at the destination is predicted. Then, the charge / discharge current during traveling is controlled and the cooling device / heating device of the battery is controlled so that the battery temperature at the time of arrival at the destination becomes the target temperature.

[0005] In Patent Document 1, when it is necessary to heat the battery using the heating device, if the calculated heat generation amount is larger than the actual heat generation amount, the temperature rise of the battery by the heating device becomes insufficient. If the temperature rise of the battery is insufficient, there is a concern that the battery temperature at the time of arrival at the destination may fall below the target temperature.

[0006] The purpose of this disclosure is to appropriately estimate the amount of heat generated by a battery so that it does not exceed the actual amount of heat generated, and to enable the battery to be heated appropriately. [Means for solving the problem]

[0007] The vehicle of this disclosure is a vehicle equipped with an externally rechargeable battery, a drive unit that drives the vehicle using the power of the battery, a heating device that raises the temperature of the battery, a navigation device that provides route guidance to a destination, and a control device. The control device, if there is a charging facility at the destination, sets a target temperature for the battery at the destination, obtains the average power consumption of the battery from the current location to the destination, obtains the internal resistance of the battery based on the parameters related to the current SOC and the target temperature, obtains the amount of heat generated by the battery using the average power consumption, parameters related to the current battery voltage, the internal resistance, and the driving time from the current location to the destination, and sets the timing for the heating device to start heating so that the battery temperature reaches the target temperature when the vehicle arrives at the destination, using the current battery temperature, the target temperature, and the amount of heat generated.

[0008] In this configuration, if a charging station is available at the destination set by the navigation system, the control unit sets a target battery temperature at the destination. The control unit obtains the battery's internal resistance based on the parameters related to the current SOC and the target temperature. Since the power stored in the battery is consumed as the vehicle is driven, the SOC upon arrival at the destination will be lower than the current SOC. Therefore, the internal resistance will be smaller than the actual internal resistance during driving.

[0009] The control unit obtains the amount of heat generated by the battery using the average power consumption of the battery from the current location to the destination, parameters related to the current battery voltage, internal resistance, and the travel time from the current location to the destination. Since the power stored in the battery is consumed as the vehicle travels, the battery voltage upon arrival at the destination will be lower than the current battery voltage. Therefore, the amount of heat generated will be obtained as a value smaller than the actual amount of heat generated.

[0010] The control device uses the current battery temperature, the target temperature, and the amount of heat generated to set the timing for the heating device to start heating so that the battery temperature reaches the target temperature when the vehicle arrives at its destination. Since the amount of heat generated is calculated appropriately so that it does not exceed the actual amount of heat generated, the timing for starting heating is set earlier, and the battery temperature can be suitably maintained at the target temperature when external charging begins.

[0011] Preferably, the parameter related to the current SOC is the current SOC, and the parameter related to the current battery voltage is the current battery voltage.

[0012] With this configuration, the internal resistance becomes smaller than the actual internal resistance during operation, and the amount of heat generated does not exceed the actual amount of heat generated. Therefore, the timing for starting the temperature rise is set earlier, and the battery temperature can be suitably maintained at the target temperature when external charging begins.

[0013] Preferably, the parameter related to the current SOC is the average value of the current SOC and the SOC at the destination, and the parameter related to the current battery voltage may be the average value of the current battery voltage and the battery voltage at the destination.

[0014] With this configuration, the internal resistance becomes smaller than the actual internal resistance during operation, and the amount of heat generated does not exceed the actual amount of heat generated. Therefore, the timing for starting the temperature rise is set earlier, and the battery temperature can be suitably maintained at the target temperature when external charging begins.

[0015] Preferably, the control device may set the timing for starting the temperature rise when the destination is set.

[0016] With this configuration, the timing for starting the heating process can be set simultaneously with the setting of the destination.

[0017] Preferably, the control device may set the timing for starting the temperature rise when a predetermined switch is in the ON state.

[0018] According to this configuration, when a predetermined switch is OFF, the temperature increase start timing is not set.

Advantages of the Invention

[0019] According to the present disclosure, the heat generation amount of the battery can be appropriately estimated so as not to exceed the actual heat generation amount, and the battery can be appropriately heated up.

Brief Description of the Drawings

[0020] [Figure 1] It is a schematic configuration diagram of a vehicle according to the present embodiment. [Figure 2] It is a flowchart showing an example of preparation processing executed by a navigation device. [Figure 3] It is a flowchart showing an example of temperature increase start timing calculation processing executed by an ECU. [Figure 4] It shows an example of an internal resistance calculation map stored in a memory. [Figure 5] It is a diagram showing an example of functional blocks configured in an ECU. [Figure 6] It is a diagram for explaining the transition of the temperature of a battery in the present embodiment.

Embodiments for Carrying Out the Invention

[0021] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the figures, the same or corresponding parts are denoted by the same reference numerals, and their description will not be repeated.

[0022] Figure 1 is a schematic diagram of the vehicle 1 according to this embodiment. In this embodiment, vehicle 1 is an electric vehicle, for example, an electric vehicle (BEV: Battery Electric Vehicle). Vehicle 1 comprises a motor generator (MG: Motor Generator) 10, a power transmission gear 20, drive wheels 30, a power control unit (PCU: Power Control Unit) 40, a system main relay (SMR: System Main Relay) 50, a battery 100, a monitoring unit 200, and an electronic control unit (ECU: Electronic Control Unit) 300.

[0023] The MG10 has both the function of an electric motor and a generator. The output torque of the MG10 is transmitted to the drive wheels 30 via a power transmission gear 20 which includes a reduction gear and a differential.

[0024] When vehicle 1 is braked, the MG10 is driven by the drive wheels 30, and the MG10 operates as a generator. The regenerative power generated by the regenerative braking force in the MG10 is stored in the battery 100.

[0025] The PCU40 is a power converter that converts power bidirectionally between the MG10 and the battery 100. The PCU40 includes, for example, an inverter and a converter that operate based on control signals from the ECU300.

[0026] The SMR50 is electrically connected to the power line connecting the battery 100 and the PCU 40. When the SMR50 is turned ON in response to a control signal from the ECU 300 and is conducting, power can be exchanged between the battery 100 and the PCU 40. On the other hand, when the SMR50 is turned OFF and is disconnected, the electrical connection between the battery 100 and the PCU 40 is disconnected.

[0027] Battery 100 stores power to drive MG10. Battery 100 is a rechargeable battery and is a battery pack composed of multiple individual cells. Each individual cell is, for example, a lithium-ion battery, which may be a nickel-metal hydride battery or a solid-state battery.

[0028] The monitoring unit 200 includes a voltage detection unit, a current sensor, and a temperature detection unit. The voltage detection unit detects the battery voltage VB. The current sensor detects the current IB that is input to and output from the battery 100. The temperature detection unit detects the temperature TB of the battery 100. The monitoring unit 200 also calculates the State of Charge (SOC) of the battery 100. The SOC may be calculated, for example, by the Coulomb count method, the SOC-OCV (Open Circuit Voltage) characteristic, or a combination thereof. The voltage VB, temperature TB, current IB, and SOC are output to the ECU 300.

[0029] Vehicle 1 is equipped with a DC inlet 60 and an AC inlet 80, and the battery 100 can be charged (externally charged) from an external DC power supply 400 or an external AC power supply 500, or other charging equipment (EVSE: Electric Vehicle Supply Equipment) 2. When the connector 420 at the end of the charging cable 410 of the external DC power supply (EVSE) 400 is connected to the DC inlet 60, the charging relay 70 is controlled to the connected state, and external charging (rapid charging) of the battery 100 is performed.

[0030] When the connector 520 at the end of the charging cable 510 of the external AC power supply (EVSE) 500 is connected to the AC inlet 80, the onboard charger 130 converts the alternating current power supplied from the external AC power supply into direct current power. The direct current power output from the onboard charger 130 is supplied to the battery 100 via the charging relay 90, and external charging (normal charging) of the battery 100 is performed.

[0031] The ECU 300 includes a CPU (Central Processing Unit) 301 and a memory 302. Based on signals received from the monitoring unit 200, signals from various sensors (not shown) (e.g., accelerator opening signal, vehicle speed signal, etc.), and information such as maps and programs stored in the memory 302, the ECU 300 controls each device so that the vehicle 1 reaches a desired state. The ECU 300 controls the heating device 800.

[0032] The navigation device 600 calculates the current position (vehicle position) based on map data including information such as the position and output of the EVSE, and GPS (Global Positioning System) information. The navigation device 600 consists of a CPU 601 and memory 602 similar to the ECU 300, as well as a GPS 604, and is implemented by executing a program stored in memory. The navigation device 600 provides route guidance to a destination set by the user. It is also possible to set waypoints on the route to the destination. The map data may be configured to be acquired by communication from an external server.

[0033] The Human-Machine Interface (HMI) device 700 includes an input device and a display device. The input device and display device may be a touch panel display. The touch panel display may also be used as the input device and display device for the navigation device 600.

[0034] Vehicle 1 is equipped with a heating device 800. The heating device 800 heats the battery 100. The heating device 800 may be an electric heater that uses the power of the battery 100.

[0035] When the battery 100 is externally charged, the power that the battery 100 can accept (allowable power) changes depending on the temperature TB, and there is a temperature range suitable for charging within the temperature TB. Therefore, if the temperature TB is low, it is desirable to raise the temperature of the battery 100 so that the temperature TB reaches an appropriate temperature at the start of external charging. The battery 100 generates heat (self-heating) through charging and discharging, causing the temperature TB to rise. This disclosure controls the heating device 800 so that the temperature TB reaches an appropriate temperature at the start of external charging, taking into account the heat generated by the battery 100.

[0036] Figure 2 is a flowchart showing an example of preparation processing performed by the navigation device 600. This flowchart is performed when the destination of the navigation device is set using the input device (touch-up display) of the HMI device 700 and route searching is completed. In step 10 (hereinafter abbreviated as "S"), it is determined whether or not an EVSE (charging facility) is provided at the set destination. The location where an EVSE is provided may be a place that the operator has registered in advance in the navigation device, such as the operator's home, workplace parking lot, or commercial facility parking lot. It may also be a place stored in the map data, such as a public charging station or a membership-based charging station.

[0037] If there is no EVSE at the destination, the condition is negative and the process proceeds to S11. If there is an EVSE at the destination, the condition is positive and the process proceeds to S12. In S11, flag F is set to 0, and then the current routine is terminated.

[0038] In S12, the charging output Op[kW] of the destination EVSE is obtained, and flag F is set to 1. The charging output Op is pre-included in the map data information of the navigation device 600.

[0039] In the subsequent S13, the average power consumption Pc [kW] of battery 100 to the destination, the driving time Rt, and the arrival time At at the destination are obtained, and the routine ends. The driving time Rt is the driving time to the destination when vehicle 1 travels along the driving route set by route search. The average power consumption Pc is the value obtained by dividing the total power consumption Pw [kWh] consumed by battery 100 when traveling along the said driving route by the driving time Rt. The total power consumption Pw may be calculated from the distance of the driving route, the terrain, the legal speed limit, whether or not there is congestion, etc.

[0040] Figure 3 is a flowchart showing an example of the temperature rise start timing calculation process performed by the ECU300. This flowchart is executed when flag F is set to 1. When flag F is set to 1 in S12 of Figure 2, voltage VB, temperature TB, and SOC are acquired in S20. Voltage VB, temperature TB, and SOCr are detected by the monitoring unit 200. Note that SOC may also be calculated by the ECU300.

[0041] In S21, the target temperature Tbt of the battery 100 is determined based on the charging output Op. The charging output Op is the value obtained in S12 in Figure 2. A map defining the relationship between the charging output Op and the target temperature Tbt is stored in memory 302, and this map may be used to determine the target temperature Tbt from the charging output Op. For example, when the charging output Op is large, the target temperature Tbt may be set to be higher compared to when the charging output is small.

[0042] In S22, the internal resistance r of battery 100 is calculated. Figure 4 shows an example of an internal resistance calculation map stored in memory 302. The internal resistance calculation map is a two-dimensional map with temperature TB and SOC as parameters. As shown in Figure 4, the higher the temperature TB and the larger the SOC, the larger the internal resistance r. The lower the temperature TB and the smaller the SOC, the smaller the internal resistance r. The internal resistance map is set in advance through experiments, etc. In S22, the internal resistance r is determined from the internal resistance calculation map in Figure 4 using the SOC (sometimes called SOCr) obtained in S20 and the target temperature Tbt calculated in S21.

[0043] In the following step S23, the amount of heat generated by the battery 100 (self-heating amount) Sh is calculated. The amount of heat generated by the battery 100 from the present time until arrival at the destination is the amount of heat generated by the battery 100 due to charging and discharging. In this embodiment, it is calculated by the following equation 1. Heat generation amount Sh = (Pc / VB) 2 ×r×Rt...(Formula 1) The average power consumption Pc and running time Rt are values ​​obtained in S13 of Figure 2. The voltage VB is the value obtained in S20. The internal resistance r is the value calculated in S22.

[0044] In S24, the heating start timing St of the heating device 800 is calculated. In this embodiment, the heating start timing St is calculated as the start time of the heating operation (power supply to the electric heater) of the heating device 800. For example, the temperature rise Tr due to the heat generation amount Sh is obtained by dividing the heat generation amount Sh by the heat capacity C of the battery 100 (Tr = Sh / C). Alternatively, the relationship between the heat generation amount Sh and the temperature rise Tr may be determined in advance by experimentation or other means, stored as a map in memory 302, and the temperature rise Tr can be calculated from this map.

[0045] The temperature TB (current temperature of battery 100) obtained in S20 is added to the rising temperature Tr to find the resulting temperature Tbn (Tbn = TB + Tr). The resulting temperature Tbn is subtracted from the target temperature Tbt to find the required temperature Hrt (Hrt = Tbt - TB). When the heating device 800 is operating, if the temperature Hst is the temperature at which the battery 100 rises per hour, the heating time Ht is calculated by dividing the required temperature Hrt by the temperature Hst (Ht = Hrt / Hst). The temperature Hst may be set in advance through experiments, etc., and stored in memory 302.

[0046] Next, the ECU300 calculates the start of heating timing St as the time obtained by subtracting the heating time Ht from the arrival time At obtained in S13 of Figure 2 (the time before the heating time Ht from the arrival time At). Note that the heating time Ht may be determined from a three-dimensional map set in advance through experiments or other means, with temperature TB (current temperature of battery 100), target temperature Tbt, and heat generation amount Sh as parameters.

[0047] After completing the process in S24, the program proceeds to S25, sets flag F to 0, and then terminates the routine. If the requested temperature Hrt is 0 or less (Hrt<0), the program proceeds to S25 without calculating the temperature start timing St in S24.

[0048] When the time reaches the heating start timing St, the ECU 300 activates the heating device 800 (if the heating device 800 is an electric heater, it energizes the electric heater). Alternatively, the heating start timing St may be set to the point that vehicle 1 passes at a time before the heating time Ht from the arrival time At. In this case, the ECU 300 activates the heating device 800 when vehicle 1 passes that point. After the heating device 800 has been activated, when the temperature TB reaches or exceeds the target temperature Tbt, the ECU 300 stops the heating device 800 (if the heating device 800 is an electric heater, it stops energizing the electric heater).

[0049] FIG. 5 is a diagram showing an example of functional blocks configured in the ECU 300. The target temperature Tbt calculation unit 310 calculates the target temperature Tbt of the battery 100 based on the charging output Op. The internal resistance r calculation unit 320 calculates the internal resistance r from the internal resistance calculation map of FIG. 4 using the SOCr and the target temperature Tbt. The heat generation amount Sh calculation unit 330 calculates the heat generation amount Sh from the above formula 1 using the average power consumption Pc, the voltage VB, the internal resistance r, and the running time Rt. The temperature rise start timing St calculation unit 340 calculates the temperature rise start timing St using the temperature TB, the heat generation amount Sh, and the arrival time At.

[0050] FIG. 6 is a diagram for explaining the transition of the temperature TB of the battery 100 in the present embodiment. In FIG. 6, the vertical axis represents the temperature TB, and the horizontal axis represents time. In the present embodiment, in S22 (see FIG. 3), or in the internal resistance r calculation unit 320, the internal resistance r is calculated based on the SOCr which is the SOC when the destination is set and the target temperature Tbt. The power stored in the battery 100 is consumed as the vehicle 1 runs. Therefore, if the SOC when arriving at the destination is defined as SOCa, then SOCa is lower than SOCr (SOCa < SOCr). Thus, in the present embodiment, the internal resistance r is calculated to be smaller than the actual internal resistance during running (the internal resistance r is calculated to be a value that does not exceed the actual internal resistance during running).

[0051] Since the power stored in the battery 100 is consumed as the vehicle 1 runs, the voltage VB when arriving at the destination is lower than the voltage VB when the destination is set. In the present embodiment, the heat generation amount Sh is calculated from the above formula 1 using the voltage VB when the destination is set and the internal resistance r. Therefore, the heat generation amount Sh is calculated to be smaller than the actual heat generation amount of the battery 100.

[0052] Since the heat generation Sh is calculated to be smaller than the actual heat generation of the battery 100, the temperature rise Tr due to the heat generation Sh is calculated to be smaller. When the temperature rise Tr is calculated to be smaller, the heating time Ht is calculated to be longer. When the heating time Ht is calculated to be longer, the heating start timing St is set earlier. Therefore, as shown by the solid line in Figure 6, if the heating start timing St is set to time t1 and the heating device 800 starts operating at time t1, the temperature TB will reach the target temperature Tbt before the destination arrival time tm, and the heating device 800 will stop operating. When the heating device 800 stops operating, the temperature TB will decrease gradually. Since the decrease in temperature TB is gradual, the temperature TB of the battery 100 can be maintained at the target temperature Tbt suitable for external charging when external charging starts.

[0053] In Figure 6, the dashed line shows an example where the heat generation Sh is calculated to be greater than the actual heat generation of the battery 100. In this case, the heating time Ht is calculated to be shorter, so the heating start timing St is set later. Therefore, as shown by the dashed line, if the heating start timing St is set to time t2 and the heating device 800 starts operating at time t2, the temperature TB will not reach the target temperature Tbt even at the destination arrival time tm. For this reason, it becomes difficult to raise the temperature TB of the battery 100 to the target temperature Tbt suitable for external charging at the start of external charging.

[0054] (Variation 1) The vehicle of Modification 1 is equipped with a preconditioning switch 304, shown by a dashed line in Figure 1. The other configurations are the same as those of the above embodiment. The preconditioning switch 304 is operated by the vehicle user. When the preconditioning switch 304 is turned ON by the user, it remains in the ON state. When the preconditioning switch 304 is turned OFF by the user, it remains in the OFF state.

[0055] In the modified example 1, when the preconditioning switch 304 is in the ON state and the destination is set by the navigation device 600, the preparation process shown in Figure 2 and the temperature rise start timing calculation process shown in Figure 3 are executed.

[0056] When the preconditioning switch 304 is in the OFF state, even if a destination is set by the navigation device 600, the preparation process and the calculation process for the start of heating are not executed. In this case, the temperature TB of the battery 100 is not controlled to the target temperature Tbt by the heating device 800.

[0057] When the destination is set by the navigation device 600 and the vehicle is driving according to the route guidance, and the preconditioning switch 304 is operated from the OFF state to the ON state, the preparation process shown in Figure 2 and the temperature rise start timing calculation process shown in Figure 3 are executed at the time the vehicle turns ON. In this case, the driving time Rt is the driving time from the point where the preconditioning switch 304 is operated ON to the destination. The average power consumption Pc is the value obtained by dividing the total power consumption [kWh] consumed by the battery 100 from the point where the preconditioning switch 304 is operated ON to the destination by the driving time Rt. The SOC used when calculating the internal resistance r is the SOC when the preconditioning switch 304 is operated ON. The voltage VB used when calculating the heat generation amount Sh is the voltage VB of the battery 100 when the preconditioning switch 304 is operated ON.

[0058] In this modified example 1, when a destination is set by the navigation device 600 and the preconditioning switch 304 is ON, the heating device 800 controls the battery 100 to the target temperature Tbt. The preconditioning switch 304 corresponds to an example of the "predetermined switch" in this disclosure.

[0059] (Modification 2) Since the power stored in battery 100 is consumed as vehicle 1 is driven, the voltage VB upon arrival at the destination will be lower than the voltage VB when the destination was set. Also, the SOC(SOCa) upon arrival at the destination will be lower than the SOC(SOCr) when the destination was set. In the above embodiment, the internal resistance r was calculated using the SOC(SOCr) when the destination was set so that the internal resistance r would be calculated to be smaller than the actual internal resistance during driving. Also, in the above embodiment, the heat generation amount Sh was calculated using the internal resistance r and the voltage VB when the destination was set so that the heat generation amount Sh would be calculated to be smaller.

[0060] In the modified example 2, the internal resistance r is calculated using SOCAV, which is the average value of SOC(SOCa) when the destination is reached and SOC(SOCr) when the destination is set. For example, SOCa may be calculated based on SOCr and total power consumption Pw, and the average value SOCAV may be calculated from "SOCAV = (SOCa + SOCr) / 2". Then, the internal resistance r is calculated from the internal resistance map in Figure 4 using SOCAV and the target temperature Tbt.

[0061] In the second variation, the amount of heat generated, Sh, is calculated using the voltage VB (voltage VBa) when the destination is reached and the average value VBav of the voltage VB (voltage VBr) when the destination is set. For example, the voltage VBa may be calculated based on the voltage VBr and the total power consumption Pw, and the average value VBav may be calculated from "VBav = (voltage VBa + voltage VBr) / 2". Then, the amount of heat generated, Sh, is calculated from equation 1 using the internal resistance r obtained using SOCAV and the average value VBav.

[0062] In this modified example 2, the internal resistance r is calculated to be smaller than the actual internal resistance during operation, and the heat generation Sh is calculated to be smaller than the actual heat generation of the battery 100. As a result, the temperature rise start timing St is set earlier, and the temperature TB of the battery 100 can be well maintained at the target temperature Tbt suitable for external charging when external charging starts.

[0063] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0064] 1 Vehicle, 2 EVSE, 10 MG, 20 Power transmission gear, 30 Drive wheels, 40 PCU, 50 SMR, 60 DC inlet, 70, 90 Charging relay, 80 AC inlet, 100 Battery, 130 Onboard charger, 200 Monitoring unit, 300 ECU, 301, 601 CPU, 302, 602 Memory, 304 Preconditioning switch, 310 Target temperature Tbt calculation unit, 320 Internal resistance r calculation unit, 330 Heat generation Sh calculation unit, 340 Heat rise start timing St calculation unit, 400 DC power supply, 410, 510 Charging cable, 420, 520 Connector, 500 AC power supply, 600 Navigation device, 700 HMI device, 800 Heat rise device.

Claims

1. Externally rechargeable battery, A drive unit that drives the vehicle using the power of the aforementioned battery, A heating device for raising the temperature of the aforementioned battery, A navigation device that provides route guidance to a destination, A vehicle equipped with a control device, The control device, if there is a charging facility at the destination, Set the target temperature of the battery at the destination, Obtain the average power consumption of the battery from the current location to the destination. Based on the current SOC-related parameters and the target temperature, the internal resistance of the battery is obtained. The amount of heat generated by the battery is obtained using the average power consumption, parameters related to the current battery voltage, the internal resistance, and the travel time from the current location to the destination. A vehicle that sets the timing for the start of heating of the heating device, using the current battery temperature, the target temperature, and the amount of heat generated, so that the battery temperature reaches the target temperature when the vehicle arrives at the destination.

2. The parameters related to the current SOC are the current SOC, The vehicle according to claim 1, wherein the parameter related to the current battery voltage is the current battery voltage.

3. The parameter related to the current SOC is the average value of the current SOC and the SOC upon arrival at the destination. The vehicle according to claim 1, wherein the parameter related to the current battery voltage is the average value of the current battery voltage and the battery voltage upon arrival at the destination.

4. The control device is The vehicle according to any one of claims 1 to 3, wherein the timing for starting the temperature rise is set when the destination is set.

5. The control device is The vehicle according to any one of claims 1 to 3, wherein the timing for starting the temperature rise is set when a predetermined switch is in the ON position.

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