Electric vehicles

Abstract

To prevent an increase in the electrical resistance of conductive components, thereby increasing battery output and preventing a deterioration in acceleration performance. [Solution] The vehicle is powered by electricity and includes a battery that stores power for driving and conductive components (e.g., terminals, busbar modules, busbars) that carry current outside the single cell; an MG that generates driving force using the battery's power; a cooling / heating device for cooling the conductive components; and an ECU CPU. When the CPU receives a request to operate the MG at a predetermined output or higher, it controls the cooling / heating device to cool the conductive components at least from the time the request is received until the predetermined output or higher is generated. As a result, the conductive components of the battery are pre-cooled before they overheat from the time the request to operate the MG at a predetermined output or higher is received until the predetermined output or higher is generated.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to an electric vehicle, and more particularly, to an electric vehicle capable of traveling using electric power.

BACKGROUND ART

[0002] Conventionally, there has been a technique for causing a vehicle to make a rapid start by launch control, which is control for causing the vehicle to make a rapid start (see, for example, Patent Document 1).

PRIOR ART DOCUMENTS

PATENT DOCUMENTS

[0003]

PATENT DOCUMENT 1

SUMMARY OF THE INVENTION

PROBLEMS TO BE SOLVED BY THE INVENTION

[0004] In electric vehicles such as Battery Electric Vehicles (BEVs), Hybrid Electric Vehicles (HEVs), Plug-in Hybrid Electric Vehicles (PHEVs), and Fuel Cell Electric Vehicles (FCEVs), when high-power discharge is performed from the battery, for example during a rapid start, current-carrying components around the battery reach high temperatures. When the current-carrying components reach a high temperature, the electrical resistance increases, making it difficult to increase the output of the battery. As a result, the acceleration performance of the vehicle deteriorates.

[0005] The present disclosure has been made to solve the above-described problems, and an object thereof is to provide an electric vehicle that can increase the output of a battery without increasing the electrical resistance of conductive components, and can prevent deterioration of acceleration performance.

MEANS FOR SOLVING THE PROBLEMS

[0006] The electric vehicle described in this disclosure is a vehicle capable of running using electricity, and comprises a battery including battery cells capable of storing power for driving and conductive components through which current flows outside the battery cells, a motor generator that generates driving force using the power of the battery, a cooling unit for cooling the conductive components, and a processor. When there is a request for the motor generator to operate at a predetermined output or higher, the processor controls the cooling unit to cool the conductive components at least from the time the request is received until the predetermined output or higher is generated.

[0007] With this configuration, the conductive components of the battery are cooled before they overheat from the time a request is received to operate the motor generator at a predetermined output or higher until that output is generated. As a result, the electrical resistance of the conductive components does not increase, the battery output can be increased, and an electric vehicle can be provided that prevents deterioration of acceleration performance.

[0008] The cooling section may be configured to cool the conductive components more strongly than the battery cells. With such a configuration, the conductive components are cooled more strongly than the battery cells, thus preventing a further increase in the electrical resistance of the conductive components. In addition, it is possible to suppress the increase in the internal resistance of the battery cells caused by excessive cooling.

[0009] The cooling unit may further include a sensor for detecting the battery temperature and may also include a cooling device for cooling the refrigerant. The processor may calculate the amount of heat required to cool the conductive components from the temperature detected by the sensor and the temperature of the refrigerant, and control the cooling device so that the conductive components are cooled by the amount of heat required.

[0010] With this configuration, conductive components can be properly cooled by the refrigerant cooled by the cooling equipment.

[0011] The cooling unit also serves to cool the battery cells and may be configured to significantly lower the temperature of the conductive components compared to the battery cells.

[0012] With this configuration, the conductive components are cooled more strongly than the battery cells, thus preventing a further increase in the electrical resistance of the conductive components. Furthermore, it suppresses the increase in the internal resistance of the battery cells caused by excessive cooling. [Effects of the Invention]

[0013] According to this disclosure, it is possible to provide an electric vehicle that can increase battery output without increasing the electrical resistance of conductive components and prevent deterioration of acceleration performance. [Brief explanation of the drawing]

[0014] [Figure 1] This is a schematic diagram of the vehicle according to this embodiment. [Figure 2] This figure illustrates an example of a cooling / heating device according to this embodiment. [Figure 3] This is a schematic diagram showing the structure of a battery to illustrate the cooling of the battery in the first embodiment. [Figure 4] This graph illustrates the cooling of the battery's conductive components in the launch control system of this embodiment. [Figure 5] This is a first schematic diagram showing the structure of a battery for illustrating the cooling of the battery in the second embodiment. [Figure 6] This is a second schematic diagram showing the structure of a battery for illustrating the cooling of the battery in the second embodiment. [Modes for carrying out the invention]

[0015] The embodiments of this disclosure will be described in detail below 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.

[0016] [First Embodiment] FIG. 1 is a schematic configuration diagram of a vehicle 1 according to the present embodiment. In this embodiment, the vehicle 1 is an electric vehicle, for example, a BEV. The vehicle 1 includes 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, a battery ECU (Electronic Control Unit) 250, and a control ECU 300.

[0017] MG10 has a function as an electric motor (motor) and a function as a generator (generator). The output torque of MG10 is transmitted to the drive wheels 30 via the power transmission gear 20 configured to include a speed reducer, a differential gear, and the like.

[0018] During braking of the vehicle 1, the MG10 is driven by the drive wheels 30, and the MG10 operates as a generator. Regenerated power generated by the regenerative braking force in MG10 is stored in the battery 100.

[0019] PCU40 is a power conversion device that bidirectionally converts power between MG10 and battery 100. The PCU 40 includes, for example, an inverter and a converter that operate based on a control signal from the control ECU 300, and drives the MG 10.

[0020] SMR50 is electrically connected to a power line connecting battery 100 and PCU40. When SMR50 is turned on in response to a control signal from control ECU 300 and is in a conductive state, power can be exchanged between battery 100 and PCU40. On the other hand, when SMR50 is turned off and is in a disconnected state, the electrical connection between battery 100 and PCU40 is disconnected.

[0021] Battery 100 stores power to drive MG10. Battery 100 is a secondary battery and is a battery pack composed of multiple single cells 110. Each single cell is, for example, a lithium-ion battery, which may be a nickel-metal hydride battery or a solid-state battery.

[0022] 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 voltage VB, temperature TB, and current IB are input to the battery ECU 250. The battery ECU 250 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 from the battery ECU 250 to the control ECU 300.

[0023] 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, such as an 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.

[0024] 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.

[0025] The control ECU 300 includes a CPU (Central Processing Unit) 301 and a memory 302. Based on signals received from the battery ECU 250, 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 control ECU 300 controls each device so that the vehicle 1 reaches a desired state. The control ECU 300 also controls the cooling / heating device 800. The battery ECU 250 also includes a CPU and memory, similar to the control ECU 300.

[0026] Vehicle 1 is further equipped with a power switch (ignition switch) 350. The power switch 350 is operated by the user. For example, if the user operates the power switch 350 while pressing the brake pedal, the control ECU 300 controls the SMR50 to turn ON (conductive state). When the SMR50 is turned ON, the PCU 40 enables the MG10 to be driven (the drive system is started), and vehicle 1 becomes drivable. If the user operates the power switch 350 while vehicle 1 is drivable, the SMR50 turns OFF (disconnected state), the PCU 40 and other components (drive system) stop, and vehicle 1 comes to a stop.

[0027] 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.

[0028] Vehicle 1 further comprises a cooling / heating device 800. The cooling / heating device 800 cools the battery 100. Figure 2 is a diagram illustrating an example of the cooling / heating device 800 in this embodiment. In this embodiment, the cooling / heating device 800 consists of a thermal management circuit capable of cooling and heating the battery 100. The cooling / heating device 800 (thermal management circuit) includes a thermal circuit S and a refrigeration cycle R.

[0029] The refrigeration cycle R circulates a refrigerant. The refrigeration cycle R includes a compressor R1 and a condenser R2. Compressor R1 compresses the refrigerant using a motor with a controllable rotational speed, which operates on power from battery 100 according to a control signal from control ECU 300. The power consumption of compressor R1 is approximately proportional to the flow rate of refrigerant discharged from compressor R1, i.e., the rotational speed of the motor driving compressor R1. The refrigerant compressed by compressor R1 flows into condenser R2. The high-pressure refrigerant discharged from condenser R2 flows into evaporator R3 via an electric expansion valve, and also flows into chiller Ch via an electric expansion valve. Evaporator R3 is used as the cooling source for the air conditioning system of vehicle 1. Chiller Ch exchanges heat with a heat transfer medium circulating in a heat circuit S, thereby cooling the heat transfer medium.

[0030] The thermal circuit S circulates a heat transfer medium. The thermal circuit S includes a three-way valve S1, a battery 100, a reserve tank (R / T), an SPU (Smart Power Unit), a PCU 40, an oil cooler (O / C), and pumps W1 and W2. The oil cooler cools the oil that cools the transaxle (T / A) with the heat transfer medium of the thermal circuit S. The EOP circulates the oil that cools the transaxle. When pump W1 is activated, ports P1 and P2 of the three-way valve S1 are connected, and the heat transfer medium cooled by the chiller Ch circulates through the battery 100, thereby cooling the battery 100. When pump W2 is activated, ports P2 and P3 of the three-way valve S1 are connected, and the heat transfer medium heated by the waste heat from the SPU, PCU 40, and O / C circulates through the battery 100, thereby heating the battery 100. An electric heater may be installed between port P2 and battery 100.

[0031] The heat transfer medium circulating in the heat circuit S may be, for example, insulating oil or insulating antifreeze. The refrigeration cycle R and the heat circuit S (compressor R1, pumps W1, W2, etc.) are driven by electricity stored in the battery 100.

[0032] In the aforementioned vehicle 1, it is conceivable to accelerate the vehicle 1 rapidly using launch control, which is a control method for rapidly accelerating the vehicle 1. In electric vehicles such as BEVs, HEVs, PHEVs, and FCEVs (in this embodiment, vehicle 1 is a BEV), when a high-power discharge occurs from the battery 100, such as during rapid acceleration, the conductive components around the battery 100 become hot. When conductive components become hot, their electrical resistance increases, making it difficult to increase the output of the battery 100. As a result, the acceleration performance of vehicle 1 deteriorates.

[0033] Therefore, when the CPU 301 of the control ECU 300 receives a request to operate the MG10 at a predetermined output or higher, it controls the cooling / heating device 800 for cooling conductive components so that the conductive components through which current flows outside the single cell 110 of the battery 100 are cooled, at least from the time the request is received until the predetermined output or higher is generated.

[0034] As a result, the conductive components of the battery 100 are cooled before they heat up, from the time a request is received to operate the MG10 at a predetermined output or higher until that output is generated. Consequently, the electrical resistance of the conductive components does not increase, the output of the battery 100 can be increased, and deterioration of acceleration performance can be prevented.

[0035] Figure 3 is a schematic diagram showing the structure of the battery 100 to illustrate the cooling of the battery 100 in the first embodiment. Referring to Figure 3, the single cell 110 has terminals 111. In addition to the single cell 110 described above, the battery 100 includes a busbar module 112, a heat insulating material 114, an insulating resin 115, an end plate 116, an upper restraint band 118, a lower restraint band 119, an upper cooler 801, a lower cooler 802, and a delivery pipe 803.

[0036] The busbar module 112 is a module in which busbars are combined to connect terminals 111 so that single cells 110 are connected in series. The busbars connect the positive and negative terminals 111 of two adjacent single cells 110. The heat insulating material 114 is a component that insulates the space between the single cells 110 and the end plate 116. The insulating resin 115 is a component that insulates the space between the single cells 110 and the end plate 116. The end plate 116, the upper restraint band 118, and the lower restraint band 119 restrain multiple single cells 110 in a stacked state.

[0037] The upper cooler 801 and the lower cooler 802 are connected to port P2 of the three-way valve S1 shown in Figure 2 via the delivery pipe 803. The coolant cooled by the chiller Ch circulates through the delivery pipe 803 inside the upper cooler 801 and the lower cooler 802. This cools the body and terminals 111 of the single cell 110 and the busbar module 112. The terminals 111 and the busbar module 112 are conductive components of the battery 100. The conductive components of the battery 100, such as the terminals 111 and the busbar module 112, are made of metal such as copper. Therefore, they have a higher thermal conductivity compared to the body of the single cell 110. As a result, the conductive components of the battery 100 are cooled more strongly by the upper cooler 801 and the lower cooler 802 than the body of the single cell 110 and other components that are not conductive.

[0038] Returning to Figure 1, Vehicle 1 further includes a launch switch 360 for initiating a launch mode that performs launch control. The launch switch 360 is operated by the user. When the launch switch 360 is operated while the launch mode is off, the launch mode is turned on, and when the launch mode is turned on, the launch mode is turned off.

[0039] Figure 4 is a graph illustrating the cooling of the conductive components of the battery 100 in the launch control of this embodiment. Referring to Figure 4, at time t1, the launch switch 360 is operated, causing the CPU 301 of the control ECU 300 to turn on the launch mode.

[0040] After the CPU 301 turns on the launch mode, it starts pre-cooling the conductive components at time t2. During pre-cooling, the cooling / heating device 800 is controlled to strongly cool the conductive components, for example, by increasing the rotational speed of the compressor R1 of the refrigeration cycle R or increasing the discharge rate of the pump W1 of the heat circuit S. The CPU 301 also calculates the minimum amount of cooling heat required to prevent the cell 110 from being cooled to a temperature where its internal resistance rises above a predetermined value, based on the temperature of the battery 100 and the temperature of the heat transfer medium, and controls the cooling / heating device 800 to cool the battery 100 with that amount of cooling heat. The predetermined value, which is the threshold for internal resistance, is a value that serves as a criterion for determining that the efficiency of the cell 110 is poor if its internal resistance exceeds the predetermined value.

[0041] At time t3, when the user operates the accelerator pedal, the CPU 301 controls the PCU 40 to initiate rapid acceleration using the MG 10. In response, the battery output of the single cell 110 increases rapidly, and the vehicle speed accelerates rapidly. As a result, a large amount of current flows through the conductive components, causing the temperature of one of the conductive components, terminal 111 (terminal temperature), to rise. The temperature of the battery 100 body (battery temperature) also begins to rise. If pre-cooling of the conductive components is performed, the temperature rise of terminal 111 can be suppressed compared to when pre-cooling is not performed.

[0042] At time t4, as the increase in battery output levels off and the battery output decreases, the temperature of terminal 111 also decreases. The CPU 301 continues pre-cooling as long as predetermined conditions regarding battery output are met. These predetermined conditions are, for example, the period from when a request is made to turn on the launch mode until an output equal to or greater than the normal rated maximum output Pmax is generated when the launch mode is not turned on. For example, as shown in Figure 4, this period is the period from when a request is made to turn on the launch mode until an output exceeding the normal maximum output Pmax is generated, and then returns to the normal maximum output Pmax.

[0043] However, the conditions are not limited to these, and the predetermined conditions may be the period from when a request is made to turn on launch mode until an output exceeding the normal maximum output Pmax is generated, and then until the output falls below a predetermined amount that is less than the normal maximum output Pmax. The conditions may also be the period from when a request is made to turn on launch mode until the accelerator pedal is not operated or the amount of accelerator pedal operation falls below a predetermined amount (for example, 50%). The conditions may also be the period from when a request is made to turn on launch mode until the brake pedal is operated. The conditions may also be the period from when a request is made to turn on launch mode until a request is made to turn off launch mode. The conditions may also be that any one of any or more of these conditions is met.

[0044] At time t5, if the predetermined conditions regarding battery output are no longer met, the CPU 301 terminates the pre-cooling of the conductive components. Although the intense cooling of the conductive components ends when the pre-cooling is terminated, cooling of other components such as the main body of the single cell 110 continues as needed.

[0045] [Second Embodiment] In the first embodiment, as shown in Figure 3, conductive components such as the terminals 111 of the single cell 110 are cooled by the same components that cool parts other than the conductive components, such as the main body of the single cell 110 (top cooler 801, bottom cooler 802). In the second embodiment, conductive components such as the terminals 111A of the single cell 110A are cooled by components different from those that cool the conductive components (for example, components specifically for cooling conductive components).

[0046] Figure 5 is a first schematic diagram showing the structure of battery 100A to illustrate the cooling of battery 100A in the second embodiment. Figure 6 is a second schematic diagram showing the structure of battery 100A to illustrate the cooling of battery 100A in the second embodiment. Referring to Figures 5 and 6, Figure 6 shows a cross-section perpendicular to the stacking direction of the single cell 110 shown in Figure 5.

[0047] The battery 100A of the second embodiment includes, in addition to the single cell 110A, an upper cooler 801A, a lower cooler 802A, and a delivery pipe 803A. The upper cooler 801A and the lower cooler 802A are connected to port P2 of the three-way valve S1 shown in Figure 2 via the delivery pipe 803A. The thermal coolant cooled by the chiller Ch circulates through the delivery pipe 803A inside the upper cooler 801A and the lower cooler 802A. This cools the body and terminals 111A and busbar 113A of the single cell 110A. The busbar 113A connects the positive and negative terminals 111A of two adjacent single cells 110A. The terminals 111A and busbar 113A are conductive components of the battery 100A. The conductive components of battery 100A, such as terminal 111A and busbar 113A, are made of metal such as copper. Therefore, they have a higher thermal conductivity compared to the main body of single cell 110A. As a result, the conductive components of battery 100A are cooled more strongly by the top cooler 801A and bottom cooler 802A compared to the main body of single cell 110A, which is not composed of conductive components.

[0048] Furthermore, in this second embodiment, the top cooler 801A is shaped to be suitable for cooling the conductive components of the battery, such as the terminals 111A and the busbars 113A, and is almost exclusively dedicated to cooling the conductive components. As a result, the conductive components of the battery 100A, such as the terminals 111A and the busbars 113A, are cooled more strongly than the main body of the single cell 110A and other components. If the top cooler 801A is not provided, the hottest part of the single cell 110A is around part A. On the other hand, if the top cooler 801A is provided, the hottest part of the single cell 110A is around part B, and the conductive components such as the terminals 111A are cooled more strongly.

[0049] [Differentiation] (1) In the embodiments described above, the structure shown in Figures 3, 5, and 6 is used to ensure that conductive components such as terminals 111, 111A, busbar module 112, and busbar 113A are cooled more strongly than non-conductive components. However, the invention is not limited to this, and other structures are acceptable as long as they allow conductive components to be cooled more strongly than non-conductive components.

[0050] (2) The embodiments described above can be interpreted as disclosures of electric vehicles such as vehicle 1; disclosures of battery systems including battery 100, cooling / heating device 800, and peripheral equipment thereof; or disclosures of control methods or control programs performed in electric vehicles or battery systems.

[0051] [summary] (1) As shown in Figures 1 to 6, the vehicle 1 is powered by electricity and includes a battery 100 which contains a single cell 110 capable of storing power for driving and conductive components (e.g., terminals 111, 111A, busbar module 112, busbar 113A) through which current flows outside the single cell 110, an MG 10 which generates driving force using the power of the battery 100, a cooling / heating device 800 which cools the conductive components, and a CPU 301 of the control ECU 300. As shown in Figure 4, when the CPU 301 receives a request to operate the MG 10 at a predetermined output (e.g., the normal maximum output Pmax) or higher, it controls the cooling / heating device 800 to cool the conductive components at least from the time the request is received until the predetermined output or higher is generated.

[0052] As a result, the conductive components of the battery 100 are cooled before they overheat from the time a request is received to operate the MG10 at a predetermined output or higher until the predetermined output or higher is generated. Consequently, the electrical resistance of the conductive components does not increase, the output of the battery 100 can be increased, and deterioration of acceleration performance can be prevented. Furthermore, failure due to overheating of the conductive components can be prevented. This eliminates the need to limit the output of the MG10 to prevent failure.

[0053] (2) As shown in Figures 3, 5, and 6, the upper coolers 801, 801A and the lower cooler 802 of the cooling / heating device 800 may be configured to cool the conductive components more strongly than the conductive components such as the main body of the single cell 110. This ensures that the conductive components are cooled more strongly than the non-conductive components, preventing a further increase in the electrical resistance of the conductive components. It also suppresses an increase in the internal resistance of the single cell 110 due to excessive cooling of the single cell 110.

[0054] (3) As shown in Figures 1 and 2, the cooling / heating device 800 may further include a sensor (e.g., a temperature detection unit of the monitoring unit) for detecting the temperature of the battery 100, and may also include cooling equipment (e.g., a chiller Ch, a refrigeration cycle R) for cooling a refrigerant (e.g., a heat transfer medium). As shown in Figure 4, the CPU 301 of the control ECU 300 may calculate the amount of heat required to cool the conductive components from the temperature detected by the sensor and the temperature of the refrigerant, and control the cooling equipment so that the conductive components are cooled by the amount of heat required.

[0055] This allows conductive components to be properly cooled by the refrigerant cooled by the cooling equipment.

[0056] (4) As shown in Figure 3, the upper cooler 801 and lower cooler 802 of the cooling / heating device 800 are also used for cooling the single cell 110, and may be configured to significantly lower the temperature of the conductive components compared to the single cell 110.

[0057] This allows the conductive components to be cooled more strongly compared to the single cell 110, preventing a further increase in the electrical resistance of the conductive components. Furthermore, it suppresses the increase in the internal resistance of the single cell 110 caused by excessive cooling.

[0058] 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]

[0059] 1 Vehicle, 10 MG, 20 Power transmission gear, 30 Drive wheels, 40 PCU, 50 SMR, 60 DC inlet, 70, 90 Charging relay, 80 AC inlet, 100, 100A Battery, 110, 110A Single cell, 111, 111A Terminal, 112 Busbar module, 113A Busbar, 114 Insulation material, 115 Insulating resin, 116 End plate, 118 Top restraint band, 119 Bottom restraint band, 130 Onboard charger, 200 Monitoring unit, 250 Battery ECU, 300 Control ECU, 301 CPU, 302 Memory, 350 Power switch, 360 Launch switch, 400 External DC power supply, 410, 510 Charging cable, 420, 520 Connector, 500 External AC power supply, 700 HMI unit, 800 cooling / heating unit, 801, 801A top cooler, 802, 802A bottom cooler, 803, 803A delivery pipe, Ch chiller, P1, P2, P3 ports, R refrigeration cycle, R1 compressor, R2 condenser, R3 evaporator, S thermal circuit, S1 three-way valve, W1, W2 pumps.

Claims

1. An electric vehicle that can run using electricity, A battery comprising a battery cell capable of storing power for driving and a conductive component through which current flows outside the battery cell, A motor generator that generates driving force using the power of the aforementioned battery, A cooling unit for cooling the aforementioned conductive component, Equipped with a processor, The processor controls the cooling unit to cool the conductive components at least from the time the motor generator is requested to operate at a predetermined output or higher until the predetermined output or higher is generated, in the case of an electric vehicle.

2. The electric vehicle according to claim 1, wherein the cooling unit cools the conductive components more strongly than the battery cell.

3. The system further includes a sensor for detecting the temperature of the aforementioned battery, The cooling unit includes cooling equipment for cooling the refrigerant. The aforementioned processor, From the temperature detected by the sensor and the temperature of the refrigerant, the amount of heat to cool the conductive component is calculated. The electric vehicle according to claim 1, wherein the cooling equipment is controlled so that the conductive component is cooled by the amount of cooling heat.

4. The electric vehicle according to any one of claims 1 to 3, wherein the cooling unit is also used for cooling the battery cell and is configured to significantly lower the temperature of the conductive component compared to the battery cell.

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