Energy storage system

Abstract

To adjust a temperature of a power storage device during charging so that a charging time of the power storage device is reduced.SOLUTION: A power storage system includes: a power storage device mounted on a vehicle; a heat source capable of heating the power storage device, using electric power; and a control device for controlling the heat source. The control device executes: detecting supply electric power supplied to the vehicle from a power supply facility provided outside the vehicle; determining a first target temperature, using the detected supply electric power; and controlling the heat source so that a temperature of the power storage device approaches the first target temperature.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a power storage system. [Background technology]

[0002] International Publication No. 2022 / 202308 (Patent Document 1) discloses a technology for suppressing the progression of deterioration of a secondary battery installed in a vehicle, in which a heating target temperature is set using charging / discharging information regarding whether the secondary battery is being charged or discharged, and the secondary battery is heated so that its temperature approaches the set heating target temperature. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2022 / 202308 Summary of the Invention [Problem to be solved by the invention]

[0004] However, if the temperature of a power storage device during charging is low, the current that the power storage device can accept will decrease, limiting the charging power, which can result in a longer charging time for the power storage device (i.e., the time it takes to complete charging of the power storage device). To shorten the charging time for the power storage device, it is conceivable to heat the power storage device, for example, using an electric heater, until the temperature of the power storage device reaches a sufficiently high level while the power storage device is being charged. However, if the amount of power consumed to heat the power storage device in the vehicle while power is being supplied to the vehicle from an external source increases, the amount of power charged to the power storage device will decrease, which could actually lengthen the charging time for the power storage device. Therefore, it is necessary to appropriately set the target temperature of the power storage device. However, Patent Document 1 makes no mention of setting the target temperature of the power storage device to an appropriate temperature in order to shorten the charging time for the power storage device.

[0005] The present disclosure has been made to solve the above-mentioned problems, and an object of the present disclosure is to adjust the temperature of a power storage device during charging so as to shorten the charging time of the power storage device. [Means for solving the problem]

[0006] The present disclosure provides a power storage system including a power storage device mounted on a vehicle, a heat source configured to heat the power storage device using electric power, and a control device configured to control the heat source. The control device is configured to detect supply power supplied to the vehicle from a power supply facility provided outside the vehicle, determine a first target temperature using the detected supply power, and control the heat source so that the temperature of the power storage device approaches the first target temperature.

[0007] In low-temperature regions, the higher the temperature of the power storage device, the greater the power that the power storage device can accept. However, even if the power that the power storage device can accept is large, if the power supplied to the power storage device is small, the charging power of the power storage device will not increase, and the charging time (time until charging is completed) of the power storage device will not be shortened. For example, when a power storage device mounted on a vehicle is charged using a power supply facility provided outside the vehicle, the power supplied to the vehicle from the power supply facility may be reduced due to a problem on the power supply facility side. If the power storage device is heated in such a situation, not only will the charging power of the power storage device not increase, but the power consumed to heat the power storage device may actually lengthen the charging time of the power storage device.

[0008] In this regard, in the power storage system, the target temperature (first target temperature) in the heating control of the power storage device is determined using the power supplied from the power supply facility to the vehicle. This makes it possible to determine an appropriate target temperature (first target temperature) depending on the power supplied from the power supply facility to the vehicle. Therefore, the power storage system makes it easier to adjust the temperature of the power storage device during charging so as to shorten the charging time of the power storage device. [Effects of the Invention]

[0009] According to the present disclosure, it is possible to adjust the temperature of a power storage device during charging so as to shorten the charging time of the power storage device. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram showing a peripheral configuration of the power storage device shown in FIG. [Figure 3] 4 is a flowchart illustrating a process related to heating control of the power storage device according to the embodiment of the present disclosure. [Figure 4] 4 is a diagram showing a transition of the temperature of the power storage device in the first operation example related to the control shown in FIG. 3. FIG. [Figure 5] 4 is a diagram showing a transition of the temperature of the power storage device in relation to a second operation example related to the control shown in FIG. 3. FIG. DETAILED DESCRIPTION OF THE INVENTION

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

[0012] FIG. 1 is a diagram showing a schematic configuration of a vehicle according to this embodiment. As shown in FIG. 1, vehicle 1 is an electric vehicle (xEV) equipped with a power storage system according to this embodiment. Vehicle 1 is, for example, a four-wheeled BEV (electric vehicle). However, vehicle 1 may also be another electric vehicle, such as a plug-in hybrid vehicle. Vehicle 1 may also be configured to be contactlessly chargeable. The number of wheels is also arbitrary, and may be three wheels or five or more wheels.

[0013] The vehicle 1 includes a thermal management circuit 100 and an ECU (Electronic Control Unit) 500. The ECU 500 includes a processor 501, a RAM (Random Access Memory) 502, and a storage device 503. For example, a CPU (Central Processing Unit) can be used as the processor 501. The storage device 503 is configured to be able to save stored information. In addition to programs, the storage device 503 also stores information used by the programs (maps, formulas, various parameters, etc.). In this embodiment, the processor 501 executes the programs stored in the storage device 503, thereby performing various controls in the ECU 500 (see, for example, FIG. 3 ). However, the various controls in the ECU 500 may be performed by hardware (electronic circuits) rather than software.

[0014] The thermal management circuit 100 is configured to perform thermal management of the vehicle 1 using a heat medium. The thermal management circuit 100 includes a first circuit 110, a second circuit 120, and a third circuit 130. The thermal management circuit 100 also includes a condenser 140, a refrigeration cycle 150, a chiller 160, a five-way valve 310, and a reservoir tank (R / T) 320. The five-way valve 310 and the reservoir tank 320 are shared by the second circuit 120 and the third circuit 130. The condenser 140, the refrigeration cycle 150, and the chiller 160 are disposed between the first circuit 110 and the second circuit 120, and function as a heat transfer mechanism.

[0015] The first circuit 110 includes a first flow path through which a first heat medium flows. The first circuit 110 includes a pump 111, an electric heater 112 (first heater), a three-way valve 113, a heater core 114, a reservoir tank (R / T) 115, and a radiator 118. The three-way valve 113 switches the path of the first heat medium. The pump 111 circulates the first heat medium through the first circuit 110. Specifically, the pump 111 sucks up the first heat medium from the reservoir tank 115 and passes it through the condenser 140, the electric heater 112, and the heater core 114 or the radiator 118 connected by the three-way valve 113, in that order, and then returns the first heat medium to the reservoir tank 115. The first heat medium exchanges heat with each device as it passes through. The pump 111, the electric heater 112, and the three-way valve 113 are controlled by the ECU 500. The radiator 118 functions as a heat exchanger, and the radiator 118 exchanges heat between the first heat medium flowing through the first circuit 110 and the outside air.

[0016] The five-way valve 310 switches the path of the second heat medium. The five-way valve 310 has five ports P1 to P5. The ECU 500 controls the five-way valve 310 to establish one of the first to fifth connection patterns described below. Hereinafter, the ports P1, P2, P3, P4, and P5 may be simply referred to as "P1," "P2," "P3," "P4," and "P5," respectively.

[0017] In the first connection pattern, P1 and P2 are connected, P3 and P4 are connected, and P5 is in an unconnected state. In the second connection pattern, P1 and P2 are connected, P4 and P5 are connected, and P3 is in an unconnected state. In the third connection pattern, P1 and P5 are connected, P3 and P4 are connected, and P2 is in an unconnected state. In the fourth connection pattern, P2 and P4 are connected, P1 and P3 are connected, and P5 is in an unconnected state. In the fifth connection pattern, P2 and P4 are connected, P1 and P5 are connected, and P3 is in an unconnected state.

[0018] Flow paths 120a and 120b are connected to ports P1 and P2 of the five-way valve 310, respectively. Flow path 120a is a flow path that connects port P1 and reservoir tank 320. Flow path 120b is a flow path that connects port P2 and reservoir tank 320. By connecting P1 and P2 of the five-way valve 310 (for example, first and second connection patterns), a second circuit 120 including flow paths 120a and 120b is formed.

[0019] The flow path 120a is provided with a pump 121 and a chiller 160 (described later). The flow path 120b is provided with a battery 200 and an electric heater 220 (second heater). The pump 121 circulates a second heat medium through the second circuit 120. Specifically, the pump 121 sucks up the second heat medium from the reservoir tank 320, passes it through the chiller 160, the five-way valve 310, the electric heater 220, and the battery 200 in that order, and then returns it to the reservoir tank 320. The second heat medium exchanges heat with each device as it passes through. The second heat medium that exchanges heat with the battery 200 flows through the flow path 120b. The pump 121 and the electric heater 220 are controlled by the ECU 500. The battery 200 is provided with a BMS (Battery Management System) 210 that monitors the state of the battery 200.

[0020] Flow paths 130b and 130a are respectively connected to ports P3 and P4 of five-way valve 310. Flow paths 130b and 130a are flow paths that connect ports P3 and P4 to reservoir tank 320. By connecting P3 and P4 of five-way valve 310 (for example, first and third connection patterns), a third circuit 130 including flow paths 130a and 130b is formed.

[0021] In this embodiment, a heat medium (second heat medium) of the same type as the heat medium circulating through the second circuit 120 circulates through the third circuit 130. The first heat medium circulating through the first circuit 110 is a different type of heat medium from the second heat medium. The third heat medium used in the refrigeration cycle 150, which will be described later, is also a different type of heat medium from the first and second heat media. For example, the first heat medium may be a known heat medium for heating. The second heat medium may be insulating oil or antifreeze liquid. The third heat medium may be a known heat medium for refrigeration cycles. However, the present invention is not limited to this, and each of the first to third heat media can be changed as appropriate.

[0022] The flow path 130a is provided with a pump 131, an SPU (Smart Power Unit) 132, PCUs (Power Control Units) 133 and 134, and oil coolers (O / C) 135 and 136. The pump 131 circulates the second heat medium through the third circuit 130. Specifically, the pump 131 passes the second heat medium drawn up from the reservoir tank 320 through the SPU 132, the PCUs 133 and 134, the oil coolers 135 and 136, and the five-way valve 310, in that order, before returning the second heat medium to the reservoir tank 320. The second heat medium exchanges heat with each device as it passes through. Each of the oil coolers 135 and 136 cools oil supplied to the turn-around valve (T / A) of the vehicle 1 by an electric oil pump (EOP). The second heat medium flowing through the oil coolers 135 and 136 exchanges heat with the oil for the turn-around valve (T / A). One or more temperature sensors for detecting the temperature of the second heat medium flowing through the flow path 130a may be provided at predetermined locations (for example, near each PCU).

[0023] A flow path 170a is connected to port P5 of five-way valve 310. Flow path 170a connects port P5 and reservoir tank 320. A radiator 170 is provided in flow path 170a. Radiator 170 functions as a heat exchanger. Radiator 170 exchanges heat between the heat medium flowing through flow path 170a and outside air. ECU 500 can cool the second heat medium by heat exchange in radiator 170 by connecting flow path 120a or 130a to flow path 170a using five-way valve 310.

[0024] A third heat medium circulates through the refrigeration cycle 150. The refrigeration cycle 150 includes a compressor 151, an electric expansion valve 152, an evaporator 153, an evaporative pressure regulator (EPR) 154, and an electric expansion valve 155. The condenser 140 is connected to both the first circuit 110 and the refrigeration cycle 150 and functions as a heat exchanger. The condenser 140 exchanges heat between the first heat medium flowing through the first circuit 110 and the third heat medium circulating through the refrigeration cycle 150. The chiller 160 is connected to both the refrigeration cycle 150 and the flow path 120a and functions as a heat exchanger. When the five-way valve 310 is in the first or second connection pattern, the chiller 160 exchanges heat between the third heat medium circulating through the refrigeration cycle 150 and the second heat medium flowing through the second circuit 120. The refrigeration cycle 150 (including the compressor 151 and various valves) is controlled by the ECU 500. One or more pressure sensors and one or more temperature sensors that detect the pressure and temperature, respectively, of the third heat medium flowing through the refrigeration cycle 150 may be provided at predetermined locations.

[0025] Fig. 2 is a diagram showing the configuration of battery 200 and BMS 210. Referring to Fig. 2, battery 200 is an assembled battery configured by connecting N cells 2-1 to 2-N. N is a natural number equal to or greater than 2 and may be equal to or greater than 2 but less than 100, or equal to or greater than 100. Cells 2-1 to 2-N are connected in series. However, the connection of the cells in the assembled battery is not limited to series and may include parallel connection.

[0026] The air conditioner 2 mounted on the vehicle 1 performs air conditioning (heating and cooling) inside the vehicle 1 using a first circuit 110 and a refrigeration cycle 150. The electric heater 112 heats the first heat medium in the first circuit 110 in accordance with a command from the ECU 500. The heater core 114 heats the air in the vehicle cabin by heat exchange with the first heat medium. In addition, the evaporator 153 of the refrigeration cycle 150 cools the air in the vehicle cabin.

[0027] The vehicle 1 includes one or more MGs (motor generators) and is configured to be able to travel using power discharged from a battery 200. In this embodiment, the vehicle 1 includes an MG 133a (front motor) and an MG 134a (rear motor). The PCUs 133 and 134 drive the MGs 133a and 134a, respectively, using power supplied from the battery 200. The torque output by each MG rotates the drive wheels of the vehicle 1 via a transaxle (T / A). The T / A functions as a power transmission mechanism. The battery 200 functions as a power storage device for traveling. Each PCU may include a bidirectional inverter. The SPU 132 and each PCU are controlled by the ECU 500.

[0028] The battery 200 supplies power to the various devices included in the thermal management circuit 100 shown in Fig. 1. The battery 200 supplies power to the electric heater 220 via a power conversion circuit 220a (e.g., a DC / DC converter). The electric heater 220 is located near the battery 200. The electric heater 220 is driven by power supplied from the battery 200, and heats the second heat medium flowing through the flow path 120b. Note that at least one of the various devices included in the thermal management circuit 100 may receive power from an on-board battery other than the battery 200 (e.g., an auxiliary battery not shown).

[0029] BMS 210 includes current sensor 211 that detects the current flowing through battery 200 (battery pack), voltage sensors 212-1 to 212-N and temperature sensors 213-1 to 213-N that correspond to cells 2-1 to 2-N, respectively, and temperature sensor 215 that detects the ambient temperature of battery 200. Temperature sensor 215 detects the temperature of the second heat medium flowing through flow path 120b in the vicinity of battery 200. The detection results of each sensor are input to ECU 500.

[0030] Based on signals from each sensor, the ECU 500 can acquire the current of the battery 200, the ambient temperature of the battery 200, and the voltage and temperature of each cell of the battery 200. The ECU 500 can also calculate the SOC (State of Charge) of each cell from the detection results of each sensor. The SOC is the ratio of the current amount of charge to the amount of charge in a fully charged state, expressed as, for example, 0 to 100%. The configuration of the BMS 210 can be changed as appropriate.

[0031] The vehicle 1 is equipped with an inlet 250. The inlet 250 functions as a charging port. The EVSE (Electric Vehicle Supply Equipment) 800 is equipped with a charging cable 810 extending outward from the main body of the EVSE 800. The inlet 250 is configured so that a connector 820 (tip) of the charging cable 810 can be attached and detached. When the connector 820 of the charging cable 810 connected to the main body of the EVSE 800 is connected to the inlet 250 of the parked vehicle 1, the vehicle 1 is electrically connected to the EVSE 800 (plugged-in state). The EVSE 800 and the power grid PG are electrically connected. Therefore, the vehicle 1 in the plugged-in state is electrically connected to the power grid PG. The power grid PG is a power grid constructed by power transmission and distribution facilities. A plurality of power plants are connected to the power grid PG.

[0032] The SPU 132 functions as an on-board charger / discharger (charger and discharger) for the battery 200. However, it is not essential that the vehicle 1 has an external power supply function (e.g., a V2H function). The SPU 132 includes, for example, a power conversion circuit. Sensors 132a and 132b that detect the input power and output power of the SPU 132 are provided on the input and output sides of the SPU 132, respectively. Each of the sensors 132a and 132b includes a current sensor and a voltage sensor.

[0033] When the plugged-in vehicle 1 performs external charging (charging the battery 200 with power from outside the vehicle), power supplied from the power grid PG is input to the inlet 250 via the EVSE 800. The sensor 132a detects the power supplied from the EVSE 800 to the vehicle 1. The SPU 132 uses the power input to the inlet 250 to generate charging power in accordance with instructions from the ECU 500, and inputs the generated charging power to the battery 200. The EVSE 800 supplies, for example, AC power to the inlet 250. The SPU 132 may perform AC / DC conversion and voltage transformation to generate the charging power. However, the power supply method of the EVSE 800 is not limited to the AC method and may be a DC method.

[0034] FIG. 3 is a flowchart showing a process related to heating control of battery 200 executed by ECU 500. Each step in the flowchart is represented by "S." The process shown in this flowchart is repeatedly executed during the usage period of battery 200. The usage period of battery 200 may be a period during which a control system for battery 200 is operating. ECU 500 may determine that the usage period of battery 200 has started when a start switch of vehicle 1 is turned on by a user. ECU 500 may also determine that the usage period of battery 200 has ended when a start switch of vehicle 1 is turned off by a user. A start switch is generally called a "power switch" or an "ignition switch."

[0035] 3, in S11, the ECU 500 determines whether external charging of the battery 200 is being performed. The ECU 500 may determine that external charging of the battery 200 has started when a charging start signal is received from a power supply facility (e.g., the EVSE 800) connected to the vehicle 1. The ECU 500 for which timer charging has been scheduled may determine that external charging of the battery 200 has started when the start time of the timer charging arrives. The ECU 500 may also determine whether external charging of the battery 200 has finished based on whether a charging end condition is met during external charging of the battery 200. The charging end condition is met, for example, when the SOC of the battery 200 reaches a target value (target SOC value). The target value may be set automatically by the ECU 500 or by a user. The target value may be 100% (an SOC value indicating a fully charged state). The fact that the SOC of the battery 200 has reached the target value means that charging of the battery 200 has been completed. If the charging end condition is satisfied before the SOC of the battery 200 reaches the target value, this means that charging of the battery 200 is terminated before the charging of the battery 200 is completed. The charging end condition is also satisfied when the charging cable is removed from the inlet 250. Furthermore, the charging end condition may be satisfied when a predetermined time has elapsed since the start of external charging. The charging end condition may also be satisfied in response to an instruction from the user to stop charging. The charging end condition can be changed as appropriate.

[0036] If battery 200 is being externally charged (YES in S11), ECU 500 acquires in S12 the supply power supplied to vehicle 1 from a power supply facility connected to vehicle 1 and battery information indicating the current state of battery 200. In this embodiment, the supply power is detected by sensor 132a (FIG. 2). However, this is not limiting, and ECU 500 may receive information indicating the supply power from the power supply facility. The battery information includes the ambient temperature (temperature of the second heat medium) of battery 200, the temperature of each cell, and the SOC detected by BMS 210.

[0037] In S13, ECU 500 uses the information acquired in S12 to determine a target temperature for heating control of battery 200. Specifically, ECU 500 identifies a battery temperature that minimizes the remaining time until charging of battery 200 is completed (hereinafter referred to as "remaining charge time") based on the power supplied from the power supply equipment, the ambient temperature of battery 200, the SOC of battery 200, and a target SOC value (SOC value at the time of completion of charging), and determines the identified battery temperature as the target temperature. In a low temperature range (for example, a range below 0°C), the higher the temperature of battery 200, the greater the power that battery 200 can accept.

[0038] Specifically, as shown by graph L1 in FIG. 3, the remaining charge time increases whether the battery temperature is too high or too low. A longer remaining charge time means that the charging completion time of battery 200 will be delayed. When the temperature of battery 200 is sufficiently high, the power that battery 200 can accept may not increase even if battery 200 is heated. Furthermore, when the power supplied to battery 200 is small, the charging time of battery 200 does not decrease even if the power that battery 200 can accept increases. Therefore, ECU 500 uses the information acquired in S12 to identify a target temperature that minimizes the remaining charge time. This makes it easier to shorten the charging time of ECU 500.

[0039] ECU 500 may acquire the battery temperature that minimizes the remaining charge time using a prediction program optimized for battery 200 or a trained model generated by machine learning using AI (artificial intelligence). Storage device 503 may store the prediction program or the trained model. The trained model may be trained to output the battery temperature that minimizes the remaining charge time when the power supply from the power supply facility, the ambient temperature of battery 200, the SOC of battery 200, and the target SOC value are input. Big data accumulated in the cloud may be used to train the model. Note that the maximum cell temperature, minimum cell temperature, or average cell temperature of battery 200 may be used instead of the ambient temperature of battery 200. The SOC of battery 200 corresponds to the amount of power stored in battery 200. The target temperature determined in S13 corresponds to an example of a "first target temperature" according to the present disclosure.

[0040] After the process of S13 is executed, the process proceeds to S21. In S21, the ECU 500 determines whether or not temperature increase control of the battery 200 is being executed. The temperature increase control of the battery 200 is control for increasing the temperature of the battery 200. The ECU 500 increases the temperature of the battery 200, for example, by heat generation by the electric heater 220. If the amount of heat generated by the electric heater 220 alone is insufficient to increase the temperature of the battery 200, the ECU 500 may operate the electric heater 112 in addition to the electric heater 220. In this embodiment, the ECU 500 executes the temperature increase control by driving the pumps 111, 121, and 131 with the five-way valve 310 in the first connection pattern and controlling the electric heaters 112 and 220 so that the temperature of the battery 200 increases. Heat generated by the electric heater 112 is transferred to the battery 200 via the first heat medium, the condenser 140, the third heat medium (refrigeration cycle 150), the chiller 160, and the second heat medium. Heat generated by the electric heater 220 is transferred to the battery 200 via the second heat medium. When the temperature rise control is not being executed, the ECU 500 stops both the electric heaters 112 and 220. When the temperature rise control is not being executed, the ECU 500 may set the five-way valve 310 to the third connection pattern. Note that the temperature rise control illustrated here is merely an example, and the mode of the temperature rise control can be changed as appropriate. Hereinafter, a state in which the temperature rise control is being executed will be referred to as "temperature rise control ON," and a state in which the temperature rise control is not being executed will be referred to as "temperature rise control OFF."

[0041] If it is determined in S21 that "temperature increase control is OFF" (NO in S21), then in S22, ECU 500 determines whether the battery temperature (temperature of battery 200) is lower than the target temperature. In this embodiment, the lowest cell temperature (i.e., the lowest cell temperature among the temperatures of the cells included in battery 200) is used as the "battery temperature" in both S22 and S24, which will be described later. Furthermore, during external charging of battery 200, the target temperature (first target temperature) determined in S13 is used as the "target temperature" in both S22 and S24, which will be described later.

[0042] If the temperature of battery 200 is lower than the target temperature (YES in S22), then in S23, ECU 500 switches the temperature rise control from OFF to ON. This starts the temperature rise control of battery 200 by ECU 500. Thereafter, the process returns to the first step (S11). On the other hand, if the temperature of battery 200 is equal to or higher than the target temperature (NO in S22), the process returns to S11 with the temperature rise control remaining OFF.

[0043] If it is determined in S21 that "temperature rise control is ON" (YES in S21), then in S24, ECU 500 determines whether the temperature of battery 200 is higher than the target temperature. If the temperature of battery 200 is higher than the target temperature (YES in S24), then in S25, ECU 500 switches from temperature rise control ON to temperature rise control OFF. As a result, temperature rise control of battery 200 is no longer executed. Thereafter, the process returns to S11. On the other hand, if the temperature of battery 200 is equal to or lower than the target temperature (NO in S24), the process returns to S11 with temperature rise control remaining ON.

[0044] As described above, during external charging of battery 200, ECU 500 detects the supplied power (S12), determines the first target temperature using the detected supplied power (S13), and controls electric heaters 112 and 220 (heat sources) so that the temperature of battery 200 approaches the first target temperature (S21 to S25). ECU 500 switches between operating and stopping electric heater 220 based on the temperature of battery 200 (S21 to S25).

[0045] If battery 200 is not being externally charged (NO in S11), the process proceeds to S14. For example, when vehicle 1 is traveling, NO is determined in S11. In S14, ECU 500 determines a target temperature in heating control of battery 200 so that the discharge power of battery 200 is equal to or greater than a predetermined value. The predetermined value may be a fixed value or may be variable depending on the situation of vehicle 1. The predetermined value may be power required for traveling of vehicle 1. ECU 500 may determine the target temperature using a map indicating the relationship between discharge power and battery temperature for battery 200. For example, a map such as that shown by graph L2 in FIG. 3 (a map indicating the temperature characteristics of battery 200) may be stored in advance in storage device 503. The target temperature determined in S14 corresponds to an example of a "second target temperature" according to the present disclosure.

[0046] After the process of S14 is executed, the process proceeds to S21. The processes of S21 to S25 have already been described, and therefore will not be described again. However, during periods when external charging is not being performed (including when the vehicle 1 is traveling), the target temperature (second target temperature) determined in S14 is used as the "target temperature" in each of S22 and S24.

[0047] As described above, during a period when external charging is not being performed (including when vehicle 1 is running), ECU 500 determines the second target temperature so that the discharge power of battery 200 is equal to or greater than a predetermined value (S14), and controls electric heaters 112 and 220 (heat sources) so that the temperature of battery 200 approaches the second target temperature (S21 to S25). In this embodiment, while vehicle 1 is running, the target temperature (second target temperature) for heating control of battery 200 is determined in a manner different from that during external charging of battery 200. Then, the temperature of battery 200 is adjusted so that battery 200 can discharge sufficient power for running vehicle 1. This makes it easier for battery 200 to discharge power for running vehicle 1.

[0048] Fig. 4 is a diagram showing the transition of the temperature of the battery 200 in the first operation example related to the control shown in Fig. 3. In Fig. 4, line L11 indicates the battery temperature, and line L12 indicates the target temperature.

[0049] 4, when external charging of battery 200 is completed at time t1, a NO determination is made in S11 of FIG. 3. As a result, the target temperature (line L12) in the heating control of battery 200 is switched from the first target temperature to the second target temperature. In the example shown in FIG. 4, the second target temperature is lower than the first target temperature. Therefore, when external charging of battery 200 is completed, the temperature increase control is stopped and the temperature of battery 200 (line L11) drops. This reduces energy consumption in vehicle 1. Note that dashed line L10 in FIG. 4 shows the progression of the battery temperature when the target temperature is not switched (when the target temperature in the heating control is maintained at the first target temperature) when external charging of battery 200 is completed.

[0050] 4, the target temperature (first target temperature) in the heating control of the battery 200 is kept substantially constant during external charging of the battery 200. However, the first target temperature may change in response to changes in the power supply from the power supply facility or the SOC (amount of stored power) of the battery 200.

[0051] FIG. 5 is a diagram showing a transition of the temperature of battery 200 in the second operation example related to the control shown in FIG. 3. In FIG. 5, line L11A indicates the battery temperature, and line L12A indicates the target temperature. In the example shown in FIG. 5, ECU 500 reduces the first target temperature before time t1A when external charging of battery 200 ends (for example, a time that is a predetermined time before the predicted charging completion time), thereby suppressing power consumption for heating battery 200. When the amount of stored power in battery 200 is close to full charge, stopping heating of battery 200 and reducing power consumption may be more effective in shortening the charging time than continuing heating of battery 200 and increasing the power that battery 200 can accept. Furthermore, ECU 500 may lower the first target temperature in response to a decrease in the power supplied from the power supply facility.

[0052] As described above, the thermal management method according to this embodiment includes the processes shown in FIG. 3. The power storage system according to this embodiment includes a power storage device (battery 200) mounted on vehicle 1, a heat source (electric heater 220) configured to heat the power storage device using electric power, and a control device (ECU 500) that controls the heat source. The ECU 500 is configured to detect (S12) the supply power supplied to vehicle 1 from a power supply facility (EVSE 800) provided outside vehicle 1, determine (S13) a first target temperature using the detected supply power, and control (S21 to S25) the heat source (electric heater 220) so that the temperature of battery 200 approaches the first target temperature. This configuration makes it possible to determine an appropriate first target temperature according to the supply power supplied to vehicle 1 from the power supply facility. This makes it easier to adjust the temperature of battery 200 during charging so as to shorten the charging time of battery 200. The process flow shown in FIG. 3 can be modified as appropriate.

[0053] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0054] 1 vehicle, 2 air conditioning unit, 2-1 to 2-N cells, 100 thermal management circuit, 110 first circuit, 112 electric heater, 120 second circuit, 130 third circuit, 140 condenser, 150 refrigeration cycle, 160 chiller, 200 battery, 220 electric heater, 500 ECU, 800 EVSE, PG power system.

Claims

1. a power storage device mounted on the vehicle; a heat source configured to heat the power storage device using electric power; a control device for controlling the heat source; Equipped with The control device Detecting supply power supplied to the vehicle from a power supply facility provided outside the vehicle; determining a first target temperature using the detected supplied power; controlling the heat source so that the temperature of the power storage device approaches the first target temperature; configured to run the control device is configured to, while the power storage device is being charged by the supplied power, determine the first target temperature using the supplied power, the temperature of the power storage device, and the amount of power stored in the power storage device so as to minimize the remaining time until charging of the power storage device is completed.

2. the vehicle is configured to be able to run using electric power discharged from the power storage device, 2. The power storage system according to claim 1, wherein the control device is configured to determine a second target temperature so that discharge power of the power storage device is equal to or greater than a predetermined value while the vehicle is traveling, and to control the heat source so that the temperature of the power storage device approaches the second target temperature.

3. the heat source includes an electric heater driven by power supplied from the power storage device; The power storage system according to claim 1 or 2, wherein the control device is configured to switch between activation and deactivation of the electric heater based on a temperature of the power storage device.

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