vehicle

Abstract

To shorten the charging time of the energy storage device. [Solution] A vehicle 100 that can be charged by connecting to an external charging device 200 includes a navigation system 50 on which the destination of the vehicle 100 is set, a battery 10 that stores power supplied from the external charging device 200, a cooling device 30 that cools the battery 10, and an ECU 40 that controls the cooling device 30. When the external charging device 200 is set as the destination in the navigation system 50, the ECU 40 obtains the maximum current of the external charging device 200 from the navigation system 50, calculates a predicted value that is predicted to be the State of Charge (SOC) of the battery 10 when the vehicle 100 reaches the destination based on the navigation information from the navigation system 50, and activates the cooling device 30 until the vehicle 100 reaches the destination if the maximum current exceeds a current threshold and the predicted value is less than or equal to a first SOC threshold.

Description

Technical Field

[0004] ,

[0006] , , , , , , , , , , , , , , , , ,

[0005]

[0001] The present disclosure relates to a vehicle.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2010-166676 discloses an electric vehicle that suppresses the battery from becoming high temperature when charging the battery at the destination by cooling the battery (power storage device) when the vehicle is near the destination

Prior Art Documents

Patent Documents

[0003] <000D017>

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0004] Generally, when a vehicle is connected to an external charging device to charge a power storage device mounted on the vehicle, in order to suppress deterioration of the power storage device, the charging current is limited when the power storage device becomes high temperature. When the charging current is limited, the charging time becomes longer. Therefore, by cooling the power storage device when the vehicle arrives near the destination, the charging time may be shortened. However, when it is not expected that the power storage device will become high temperature during charging of the power storage device, cooling the power storage device may cause the temperature of the power storage device to become lower than the temperature suitable for charging, and conversely, the charging time may become longer.

[0005] One object of the present disclosure is to shorten the charging time of the power storage device.

Means for Solving the Problems

[0006] (1) A vehicle according to a certain aspect of this disclosure is configured to be rechargeable by connecting to an external charging device. The vehicle includes a navigation system in which the vehicle's destination is set, a power storage device for storing power supplied from the external charging device, a cooling device for cooling the power storage device, and a control device for controlling the cooling device. When the external charging device is set as the destination in the navigation system, the control device obtains the maximum current of the external charging device from the navigation system, calculates a predicted value for the State of Charge (SOC) of the power storage device when the vehicle reaches the destination based on the navigation information from the navigation system, and activates the cooling device before the vehicle reaches the destination if the maximum current exceeds a current threshold and the predicted value is less than or equal to a first SOC threshold.

[0007] (2) In the vehicle described in (1) above, the control device shall not activate the cooling system until the vehicle reaches its destination if the maximum current does not exceed the current threshold.

[0008] (3) The vehicle described in (2) above is further equipped with a temperature sensor for detecting the temperature of the energy storage device. When an external charging device is set as a destination in the navigation system, and the maximum current exceeds the current threshold and the predicted value is less than or equal to the first SOC threshold, the control device sets the first cooling start temperature such that the larger the maximum current and the lower the predicted value, the lower the first cooling start temperature, and activates the cooling device in response to the temperature of the energy storage device reaching the first cooling start temperature.

[0009] (4) In the vehicle described in (3) above, if an external charging device is set as a destination in the navigation system and the maximum current exceeds the current threshold, the control device sets the first cooling start temperature such that the larger the maximum current and the lower the predicted value, the lower the first cooling start temperature, and activates the cooling device when the temperature reaches the first cooling start temperature. If the predicted value exceeds the first SOC threshold but is below the second SOC threshold which is higher than the first SOC threshold, the control device sets the second cooling start temperature such that the larger the maximum current and the lower the predicted value, the lower the second cooling start temperature which is higher than the first cooling start temperature, and activates the cooling device when the temperature reaches the second cooling start temperature. If the predicted value exceeds the second SOC threshold, the control device recalculates the predicted value and compares the recalculated predicted value with the first SOC threshold or the second SOC threshold to determine whether or not to activate the cooling device.

[0010] (5) In the vehicle described in (4) above, the control device sets the first cooling start temperature and the second cooling start temperature based on the lifespan requirements of the energy storage device. [Effects of the Invention]

[0011] According to this disclosure, the charging time of the energy storage device can be shortened. [Brief explanation of the drawing]

[0012] [Figure 1] This figure shows an example of the vehicle configuration in one embodiment of the present disclosure. [Figure 2] This flowchart shows the pre-cooling process performed in ECU40. [Figure 3] This graph shows the relationship between the State of Charge (SOC) of battery 10 and the charging current flowing through battery 10, categorized by the maximum current of the external charging device. [Figure 4] This flowchart shows the pre-cooling procedure in the modified form. [Figure 5] This is a temperature map. [Modes for carrying out the invention]

[0013] Hereinafter, embodiments and modifications of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated.

[0014] Figure 1 shows an example of the configuration of a vehicle in one embodiment of the present disclosure. The vehicle 100 is a vehicle that can be charged by connecting to an external charging device 200. The vehicle 100 is, for example, an electric vehicle (BEV: Battery Electric Vehicle). The vehicle 100 may be any vehicle configured to be externally charged, and may be, for example, a plug-in hybrid electric vehicle (PHEV: Plug-in Hybrid Electric Vehicle). The external charging device 200 may be a fast charger or an ultrafast charger. The external charging device 200 may be a standard charger.

[0015] Vehicle 100 comprises an MG (Motor Generator) 1, a power transmission gear 2, drive wheels 3, a PCU (Power Control Unit) 4, an SMR (System Main Relay) 5, a charging device 6, a charging relay 7, an inlet 8, a battery 10, a monitoring unit 20, a cooling device 30, an ECU (Electronic Control Unit) 40, and a navigation system 50. Vehicle 100 is configured to run by using the MG 1 as a power source and supplying power stored in the battery 10 to the MG 1 via the PCU 4.

[0016] MG1 is, for example, a three-phase AC rotating electric machine that has functions as both a motor and a generator. The output torque of MG1 is transmitted to the drive wheels 3 via a power transmission gear 2 configured to include a reduction gear, a differential device, and the like. During braking of the vehicle 100, MG1 is driven by the drive wheels 3 and MG1 operates as a generator. MG1 can function as a braking device that performs regenerative braking to convert the kinetic energy of the vehicle 100 into electric power. The regenerative power generated by the regenerative braking in MG1 is stored in the battery 10.

[0017] PCU4 is a power conversion device that converts electric power bidirectionally between MG1 and the battery 10. PCU4 includes, for example, an inverter and a converter that operate based on a control signal from the ECU40. During discharge of the battery 10, the converter boosts the DC power supplied from the battery 10 and supplies it to the inverter, and the inverter converts the DC power supplied from the converter into AC power to drive MG1. During charging of the battery 10, the inverter converts the AC power generated by MG1 into DC power and supplies it to the converter, and the converter steps down the DC power supplied from the inverter to a voltage suitable for charging the battery 10 and supplies it to the battery 10.

[0018] SMR5 is electrically connected between PCU4 and the battery 10. SMR5 operates in response to a control signal from the ECU40. When SMR5 is closed (i.e., in a conductive state) in response to a control signal from the ECU40, power can be exchanged between PCU4 and the battery 10. On the other hand, when SMR5 is open (i.e., in a cutoff state) in response to a control signal from the ECU40, the electrical connection between PCU4 and the battery 10 is cut off.

[0019] The charging device 6 generates DC power that can charge the battery 10 from the power supplied from the inlet 8. The charging device 6 operates according to a control signal from the ECU 40. The charging device 6 may, for example, convert the AC power supplied from the inlet 8 into DC power, or alternatively, boost or step down the voltage of the DC power supplied from the inlet 8 to a voltage suitable for charging the battery 10.

[0020] The charging relay 7 is electrically connected between the charging device 6 and the battery 10. The charging relay 7 operates according to a control signal from the ECU 40. When the charging relay 7 is closed according to a control signal from the ECU 40, power can be supplied from the charging device 6 to the battery 10. On the other hand, when the charging relay 7 is open according to a control signal from the ECU 40, the electrical connection between the charging device 6 and the battery 10 is interrupted.

[0021] The inlet 8 has a shape that can be fitted with a connector 202 provided at the end of a charging cable 201 connected to an external charging device 200. When the connector 202 is attached to the inlet 8, the vehicle 100 and the external charging device 200 are electrically connected. Thereby, the power from the external charging device 200 can be supplied to the battery 10 via the charging device 6.

[0022] The battery 10 corresponds to the "power storage device" in the present disclosure. The battery 10 is a DC power source that can be charged and discharged. The battery 10 stores the power supplied from the external charging device 200 and the regenerative power generated by regenerative braking in the MG1 as power for driving the MG1 (i.e., power for traveling). The battery 10 is a battery module including a plurality of cells. Each cell may be a lithium-ion secondary battery or another secondary battery (e.g., nickel-metal hydride secondary battery). Also, each cell may be a solid-state battery.

[0023] The monitoring unit 20 includes a current sensor 21 for detecting the current of the battery 10, a voltage sensor 22 for detecting the voltage of the battery 10, and a temperature sensor 23 for detecting the temperature of the battery 10. The temperature of the battery 10 corresponds to the "temperature of the energy storage device" in this disclosure. The monitoring unit 20 transmits the detection results of the current sensor 21, the voltage sensor 22, and the temperature sensor 23 to the ECU 40.

[0024] The cooling device 30 cools the battery 10 by operating in response to a control signal from the ECU 40. The cooling device 30 is liquid-cooled. The cooling device 30 uses, for example, cooling water as a refrigerant and cools the battery 10 by circulating the cooling water through refrigerant piping provided in the battery case that houses the battery 10 using a water pump, thereby exchanging heat with the battery 10. The cooling device 30 may also be a fan.

[0025] The ECU 40 controls the PCU 4, SMR 5, charging device 6, charging relay 7, cooling device 30, and navigation system 50. The ECU 40 corresponds to the “control device” in this disclosure. The ECU 40 includes a processor 41 and a memory 42. The processor 41 includes processing circuitry such as a CPU (Central Processing Unit) and an MPU (Micro Processing Unit). The memory 42 includes volatile storage devices such as DRAM (Dynamic Random Access Memory) and SRAM (Static Random Access Memory), and non-volatile storage devices such as an HDD (Hard Disk Drive), SSD (Solid State Drive), and flash memory. The memory 42 stores a system program including an OS (Operating System), a program for controlling the operation of the vehicle 100, and various maps (e.g., SOC-OCV curves). The SOC-OCV curve shows the SOC of the battery 10 corresponding to the voltage detected by the voltage sensor 22. The processor 41 performs various processes by reading system programs and other programs, loading them into memory 42, and executing them. For example, when the vehicle 100 is started, the processor 41 identifies the State of Charge (SOC) corresponding to the voltage detected by the voltage sensor 22 from the SOC-OCV curve stored in memory 42, and stores the identified SOC in memory 42 as the SOC of the battery 10 when the vehicle 100 is started. As another example, the processor 41 performs the pre-cooling process described later.

[0026] Although only one processor is shown in Figure 1, the vehicle 100 may include multiple processors. In this specification, "processor" is not limited to a processor in the narrow sense that executes processing using a stored-program method, but may also include hardwired circuits such as ASICs (Application Specific Integrated Circuits) and FPGAs (Field-Programmable Gate Arrays). Therefore, the term "processor" can also be interpreted as a circuit or processing circuitry in which processing is predefined by computer-readable code and / or hardwired circuits.

[0027] The navigation system 50 includes a control unit 51, a touch panel display 52, an interface 53, and a position detection device 54.

[0028] The control unit 51 includes a processor 511 and a memory 512. The control unit 51 is configured to communicate with the ECU 40 via an interface 53. The processor 511 includes processing circuits such as a CPU and an MPU. The memory 512 includes volatile storage devices such as DRAM and SRAM, and non-volatile storage devices such as an HDD, SSD, and flash memory. The memory 512 stores a system program including the OS, a program for controlling the operation of the navigation system 50, map information, and the maximum current of the external charging device 200. The processor 511 performs various processes by reading the system program and other programs, loading them into the memory 512, and executing them.

[0029] The touch panel display 52 includes an input device (touch panel) that accepts input from the user. The control unit 51 receives signals generated by user operations on the input device. The user can input instructions or requests to the input device. For example, if the user performs an operation on the input device to set a destination for the vehicle 100, the control unit 51 sets the destination entered by that operation as the destination for the vehicle 100. As a result, the destination for the vehicle 100 is set in the navigation system 50. In place of or in addition to the touch panel, various switches, various pointing devices, or keyboards may be used as the input device.

[0030] The touch panel display 52 includes a display unit that displays various information. Information regarding the image displayed by the touch panel display 52 is transmitted from the ECU 40 to the navigation system 50 via the interface 53. The control unit 51 performs display control of the touch panel display 52, so that various information (for example, map information, guidance information) is displayed on the display unit of the touch panel display 52.

[0031] The position detection device 54 detects the position of the vehicle 100 using, for example, GPS (Global Positioning System) satellites or wireless LAN (Local Area Network). The position detection device 54 transmits information about the vehicle 100's position detection result to the control unit 51.

[0032] The control unit 51 identifies the driving route on the map from the vehicle 100's current location to the destination set by the user, and guides the vehicle 100 along the driving route to the destination. The control unit 51 calculates the estimated time of arrival of the vehicle 100 at the destination (hereinafter referred to as the "estimated arrival time") and notifies the ECU 40 of the estimated arrival time. The control unit 51 also notifies the ECU 40 of the maximum current of the external charging device 200.

[0033] Figure 2 is a flowchart showing the pre-cooling process performed in the ECU 40. The pre-cooling process is initiated, for example, when the user sets a destination for the vehicle 100 in the navigation system 50. Each step of the pre-cooling process is implemented by software processing in the ECU 40, but may also be implemented by hardware (electrical circuits) located within the ECU 40. Hereinafter, each step will be abbreviated as S.

[0034] In S1, the processor 41 determines, based on a notification from the navigation system 50, whether or not the external charging device 200 has been set as the destination for the vehicle 100 in the navigation system 50. If the external charging device 200 has been set as the destination for the vehicle 100 (YES in S1), the processor 41 proceeds to S2. If the external charging device 200 has not been set as the destination for the vehicle 100 (NO in S1), the processor 41 terminates the pre-cooling process without activating the cooling device 30.

[0035] In S2, the processor 41 obtains the estimated arrival time of the vehicle 100 from the navigation system 50 and sets a predetermined time (for example, 1 hour) before the estimated arrival time as the cooling requirement determination time. The predetermined time is determined based on the cooling capacity of the cooling device 30 so that the battery 10 can be cooled while the vehicle 100 is traveling to its destination if the cooling device 30 is activated by the pre-cooling process. Next, in S3, the processor 41 determines whether the cooling requirement determination time has arrived. If the cooling requirement determination time has arrived (YES in S3), the processor 41 proceeds to S4. If the cooling requirement determination time has not arrived (NO in S3), the processor 41 repeats S3.

[0036] In S4, the processor 41 obtains the maximum current of the external charger 200 from the navigation system 50. The navigation system 50 has pre-registered maximum currents for various external chargers. Next, in S5, the processor 41 determines whether the maximum current of the external charger 200 exceeds a current threshold (e.g., 250 amperes). The current threshold is determined, for example, based on the maximum current value of an external charger that supports fast charging. If the maximum current of the external charger 200 exceeds the current threshold (YES in S5), the processor 41 proceeds to S6. If the maximum current of the external charger 200 does not exceed the current threshold (NO in S5), the processor 41 terminates the pre-cooling process without activating the cooling device 30.

[0037] In S6, the processor 41 calculates a predicted value (hereinafter referred to as the "predicted SOC") of the battery 10's State of Charge (SOC) when the vehicle 100 reaches its destination, based on navigation information from the navigation system 50. The navigation information includes, for example, the distance from the vehicle 100's current location to the destination, the estimated time of arrival, and the speed limit from the vehicle 100's current location to the destination.

[0038] The predicted SOC is calculated, for example, as follows: First, the processor 41 calculates the change in the battery 10's SOC from the time the vehicle 100 was started to the present time (hereinafter referred to as the "first change") using a method of integrating current values. Next, the processor 41 calculates the predicted change in the battery 10's SOC from the present time until the vehicle 100 reaches its destination (hereinafter referred to as the "second change") based on the navigation information. Then, the processor 41 adds the first change and the second change to the battery 10's SOC at the time the vehicle 100 was started and uses this value as the predicted SOC.

[0039] Next, in S7, the processor 41 determines whether the predicted value of SOC is less than or equal to the SOC threshold (e.g., 30%). The SOC threshold corresponds to the "first SOC threshold" in this disclosure. If the predicted value of SOC is less than or equal to the SOC threshold (YES in S7), the processor 41 proceeds to S8. If the predicted value of SOC exceeds the SOC threshold (NO in S7), the processor 41 terminates the pre-cooling process without activating the cooling device 30. In S8, the processor 41 activates the cooling device 30 and terminates the pre-cooling process. In S8, the cooling device 30 is activated by the time the vehicle 100 reaches its destination, and the battery 10 is cooled by the operation of the cooling device 30.

[0040] Figure 3 is a graph showing the relationship between the State of Charge (SOC) of battery 10 and the charging current flowing through battery 10, categorized by the maximum current of the external charger. Line LC1 shows the relationship between the SOC of battery 10 and the charging current flowing through battery 10 when the maximum current of the external charger is 400 amperes. Line LC2 shows the relationship between the SOC of battery 10 and the charging current flowing through battery 10 when the maximum current of the external charger is 250 amperes. Line LC3 shows the relationship between the SOC of battery 10 and the charging current flowing through battery 10 when the maximum current of the external charger is 125 amperes.

[0041] As shown by line LC1, when the maximum current of the external charger is large and the State of Charge (SOC) of the battery 10 is low, the charging current flowing through the battery 10 becomes large. When the charging current flowing through the battery 10 is large, the amount of heat generated by the battery 10 increases, causing the battery 10 to become hot. When the battery 10 becomes hot, the external charger limits the charging current in order to suppress the degradation of the battery 10, thus increasing the charging time.

[0042] In contrast, as shown by lines LC2 and LC3, when the maximum current of the external charger is small, the charging current flowing through the battery 10 is small, regardless of the state of charge (SOC) of the battery 10. Also, as shown by line LC1, when the maximum current of the external charger is large, but the SOC of the battery 10 is high, the charging current flowing through the battery 10 is small. When the charging current flowing through the battery 10 is small, the battery 10 is less likely to become hot, so the possibility of the charging current being limited is low.

[0043] Thus, in this embodiment, when the external charging device 200 is set as the destination in the navigation system 50, and the maximum current of the external charging device 200 exceeds the current threshold, and the predicted value of the State of Charge (SOC) is less than or equal to the SOC threshold, the ECU 40 activates the cooling device 30 until the vehicle 100 reaches the destination. When the maximum current of the external charging device 200 exceeds the current threshold, and the predicted value of the SOC is less than or equal to the SOC threshold, it is expected that the battery 10 will become so hot during charging that the charging current will be limited. According to this embodiment, in such a case, the cooling device 30 is activated until the vehicle 100 reaches the destination, so the battery 10 does not become so hot that the charging current will be limited during charging. Therefore, with the vehicle 100 in this embodiment, since the charging current is not limited, the battery 10 is charged with a large current, and the charging time of the battery 10 is shortened.

[0044] Furthermore, in this embodiment, if the maximum current of the external charging device 200 does not exceed the current threshold, the ECU 40 does not activate the cooling device 30 until the vehicle reaches its destination. If the maximum current of the external charging device 200 does not exceed the current threshold, the battery 10 will not become hot enough to limit the charging current during charging. If the cooling device 30 is activated in such a case, the temperature of the battery 10 may become lower than the temperature suitable for charging, potentially increasing the charging time. Also, if the cooling device 30 is activated in such a case, the unnecessary cooling will worsen the fuel efficiency. Therefore, with the vehicle 100 in this embodiment, the charging time of the battery 10 is suppressed, and the deterioration of fuel efficiency is also suppressed.

[0045] [Differentiation] The processor 41 may perform the process shown in Figure 4 instead of the process shown in Figure 2 as a pre-cooling process. Figure 4 is a flowchart showing the pre-cooling process procedure in the modified example. Processes in Figure 4 that are the same as those shown in Figure 2 are given the same step numbers and the explanation is not repeated.

[0046] After S6, the processor 41 proceeds to S11. In S11, the processor 41 determines whether the predicted value of the SOC is less than or equal to the first SOC threshold (e.g., 30%). If the predicted value of the SOC is less than or equal to the first SOC threshold (YES in S11), the processor 41 proceeds to S12. If the predicted value of the SOC exceeds the first SOC threshold (NO in S11), the processor 41 proceeds to S15.

[0047] In S12, the processor 41 sets a first cooling start temperature based on the temperature map M shown in Figure 5. Then, in S13, the processor 41 obtains the temperature of the battery 10 from the temperature sensor 23. Then, in S14, the processor 41 determines whether the temperature of the battery 10 has reached the first cooling start temperature. If the temperature of the battery 10 has reached the first cooling start temperature (YES in S14), the processor 41 proceeds to S19. If the temperature of the battery 10 has not reached the first cooling start temperature (NO in S14), the processor 41 returns to S13.

[0048] In S15, the processor 41 determines whether the predicted value of the SOC is less than or equal to the second SOC threshold. The second SOC threshold is a higher value than the first SOC threshold (for example, 35%). If the predicted value of the SOC is less than or equal to the second SOC threshold (YES in S15), the processor 41 proceeds to S16. If the predicted value of the SOC exceeds the second SOC threshold (NO in S15), the processor 41 returns to S6. By returning to S6, the processor 41 recalculates the predicted value of the SOC and compares the recalculated predicted value with the first or second SOC threshold to determine whether the cooling device 30 needs to be operated (i.e., whether the battery 10 needs to be cooled).

[0049] In S16, the processor 41 sets the second cooling start temperature based on the temperature map M shown in Figure 5. Next, in S17, the processor 41 obtains the temperature of the battery 10 from the temperature sensor 23. Next, in S18, the processor 41 determines whether the temperature of the battery 10 has reached the second cooling start temperature. If the temperature of the battery 10 has reached the second cooling start temperature (YES in S18), the processor 41 proceeds to S19. If the temperature of the battery 10 has not reached the second cooling start temperature (NO in S18), the processor 41 returns to S17. In S19, the processor 41 activates the cooling device 30 and terminates the pre-cooling process. As a result of S19, the cooling device 30 is activated by the time the vehicle 100 reaches its destination, and the battery 10 is cooled by the operation of the cooling device 30.

[0050] Figure 5 shows a temperature map. Temperature map M is a three-dimensional graph showing the relationship between the maximum current of the external charger 200, the predicted value of the State of Charge (SOC), and the cooling start temperature (first cooling start temperature and second cooling start temperature). Temperature map M is stored in memory 42 (see Figure 1). Temperature map M includes map M10 and map M20.

[0051] Map M10 is a two-dimensional graph extracted from temperature map M, showing the relationship between the maximum current of the external charger 200 and the cooling start temperature when the predicted value of SOC is constant. Map M10 includes lines L11 and L12. Line L11 shows the relationship between the maximum current of the external charger 200 and the first cooling start temperature when the predicted value of SOC is constant. Line L12 shows the relationship between the maximum current of the external charger 200 and the second cooling start temperature when the predicted value of SOC is constant.

[0052] Map M20 is a two-dimensional graph extracted from temperature map M, showing the relationship between the predicted SOC and the cooling start temperature when the maximum current of the external charger 200 is constant. Map M20 includes lines L21 and L22. Line L21 shows the relationship between the predicted SOC and the first cooling start temperature when the maximum current of the external charger 200 is constant. Line L22 shows the relationship between the predicted SOC and the second cooling start temperature when the maximum current of the external charger 200 is constant.

[0053] As shown in map M10, when the predicted SOC is constant, a lower temperature is associated with the cooling start temperature as the maximum current of the external charger 200 increases. As shown in map M20, when the maximum current of the external charger 200 is constant, a lower temperature is associated with the cooling start temperature as the predicted SOC decreases. In other words, in temperature map M, a lower temperature is associated with the cooling start temperature as both the maximum current of the external charger 200 increases and the predicted SOC decreases.

[0054] Furthermore, in the temperature map M, a temperature higher than the first cooling start temperature is associated with the second cooling start temperature. The processor 41 sets the first cooling start temperature such that the larger the maximum current of the external charger 200 and the lower the predicted value of the SOC, the lower the first cooling start temperature becomes. The processor 41 sets the second cooling start temperature such that the larger the maximum current of the external charger 200 and the lower the predicted value of the SOC, the lower the second cooling start temperature becomes.

[0055] Furthermore, in the temperature map M, the first cooling start temperature and the second cooling start temperature are determined based on the lifespan requirements of the battery 10. The processor 41 sets the first cooling start temperature and the second cooling start temperature based on the lifespan requirements of the battery 10. The lifespan requirements of the battery 10 are, for example, the temperature conditions of the battery 10 that cause a performance degradation of the battery 10.

[0056] Thus, according to this modified configuration, when the navigation system 50 has set the external charging device 200 as a destination, and the maximum current of the external charging device 200 exceeds the current threshold, and the predicted value of the State of Charge (SOC) is less than or equal to the first SOC threshold, the ECU 40 sets the first cooling start temperature such that the larger the maximum current of the external charging device 200 and the lower the predicted value of the SOC, the lower the first cooling start temperature becomes. The ECU 40 also activates the cooling device 30 in response to the temperature of the battery 10 reaching the first cooling start temperature. In other words, when it is expected that the battery 10 will become so hot during charging that the charging current will be limited, the cooling device 30 activates in response to the temperature of the battery 10 reaching the first cooling start temperature before the vehicle 100 reaches its destination. Therefore, according to this modified configuration, the charging current is not limited, and the charging time of the battery 10 is shortened. Furthermore, according to this modified configuration, the cooling device 30 is not activated until the temperature of the battery 10 reaches the first cooling start temperature, so the cooling device 30 does not activate unnecessarily early, thus suppressing the deterioration of energy efficiency.

[0057] Furthermore, according to the modified version, when the external charging device 200 is set as the destination in the navigation system 50, and the maximum current of the external charging device 200 exceeds the current threshold, and the predicted value of the State of Charge (SOC) exceeds the first SOC threshold but is less than or equal to the second SOC threshold, the ECU 40 sets the second cooling start temperature such that the larger the maximum current of the external charging device 200 and the lower the predicted value of the SOC, the lower the second cooling start temperature becomes, and activates the cooling device 30 in response to the temperature of the battery 10 reaching the second cooling start temperature. Therefore, according to the modified version, a situation in which the cooling device 30 does not activate due to a slight error in the predicted value of the SOC is avoided, and thus the charging time of the battery 10 can be shortened more reliably.

[0058] Furthermore, according to the modified version, when the external charging device 200 is set as the destination in the navigation system 50, and the maximum current of the external charging device 200 exceeds the current threshold, and the predicted value of SOC exceeds the second SOC threshold, the ECU 40 recalculates the predicted value of SOC and compares the recalculated predicted value with the first SOC threshold to determine whether or not the cooling device 30 needs to be operated. Therefore, according to the modified version, even if the predicted value of SOC becomes lower than the initial predicted value due to traffic congestion or the like before the vehicle reaches its destination, the charging time of the battery 10 can be shortened.

[0059] Furthermore, according to the modified version, since the first cooling start temperature and the second cooling start temperature are set based on the lifespan requirements of the battery 10, the degradation of the battery 10 is suppressed.

[0060] 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 foregoing description, and all modifications within the meaning and scope equivalent to the claims are intended. [Explanation of Symbols]

[0061] 1 MG, 2 Power transmission gear, 3 Drive wheels, 4 PCU, 5 SMR, 6 Charging device, 7 Charging relay, 8 Inlet, 10 Battery, 20 Monitoring unit, 21 Current sensor, 22 Voltage sensor, 23 Temperature sensor, 30 Cooling device, 41, 511 Processor, 42, 512 Memory, 50 Navigation system, 51 Control unit, 52 Touch panel display, 53 Interface, 54 Position detection device, 100 Vehicle, 200 External charging device, 201 Charging cable, 202 Connector, L11, L12, L21, L22, LC1, LC2, LC3 wires, M Temperature map, M10, M20 map.

Claims

1. A vehicle that can be charged by connecting to an external charging device, A navigation system in which the destination of the aforementioned vehicle is set, A power storage device that stores power supplied from the external charging device, A cooling device for cooling the aforementioned energy storage device, The system comprises a control device for controlling the cooling device, When the external charging device is set as the destination in the navigation system, the control device shall The maximum current of the external charging device is obtained from the navigation system. Based on the navigation information from the aforementioned navigation system, a predicted value is calculated which is expected to be the State of Charge (SOC) of the energy storage device when the vehicle reaches the destination. A vehicle that activates the cooling system before the vehicle reaches the destination when the maximum current exceeds a current threshold and the predicted value is less than or equal to a first SOC threshold.

2. The vehicle according to claim 1, wherein the control device does not operate the cooling device until the vehicle reaches the destination when the maximum current does not exceed the current threshold.

3. The vehicle further includes a temperature sensor for detecting the temperature of the energy storage device, When the external charging device is set as the destination in the navigation system, and the maximum current exceeds the current threshold and the predicted value is less than or equal to the first SOC threshold, the control device shall The first cooling start temperature is set such that the larger the maximum current and the lower the predicted value, the lower the first cooling start temperature. The vehicle according to claim 2, wherein the cooling device is activated in response to the temperature reaching the first cooling start temperature.

4. When the external charging device is set as the destination in the navigation system, and the maximum current exceeds the current threshold, the control device shall When the predicted value is less than or equal to the first SOC threshold, the first cooling start temperature is set such that the larger the maximum current and the lower the predicted value, the lower the first cooling start temperature, and the cooling device is activated when the temperature reaches the first cooling start temperature. When the predicted value exceeds the first SOC threshold but is less than or equal to the second SOC threshold which is higher than the first SOC threshold, the second cooling start temperature is set such that the larger the maximum current and the lower the predicted value, the lower the second cooling start temperature which is higher than the first cooling start temperature becomes, and the cooling device is activated in response to the temperature reaching the second cooling start temperature. The vehicle according to claim 3, wherein when the predicted value exceeds the second SOC threshold, the predicted value is recalculated, and the operation of the cooling device is determined by comparing the recalculated predicted value with the first SOC threshold or the second SOC threshold.

5. The vehicle according to claim 4, wherein the control device sets the first cooling start temperature and the second cooling start temperature, respectively, based on the lifespan requirements of the energy storage device.

Images