vehicle

Abstract

To optimize temperature adjustment of a power storage device when a temperature of the power storage device is adjusted during and after external charging.SOLUTION: In a vehicle 1, it is possible to perform external charging for charging a battery 100, using feed power supplied from a power facility 205 provided outside the vehicle 1. The vehicle 1 includes a heating device 120 and an ECU 170. The heating device 120 heats the battery 100. The ECU 170 performs temperature adjustment control for adjusting a temperature of the battery 100 by controlling the heating device 120 in each of a first period during which the external charging is performed, and a second period after the external charging is stopped. A temperature TB of the battery 100 adjusted by the temperature adjustment control during the second period is lower than the temperature TB of the battery 100 adjusted by the temperature adjustment control during the first period.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to vehicles. [Background technology]

[0002] Japanese Patent Application Laid-Open Publication No. 2016-177931 (Patent Document 1) discloses a vehicle equipped with a power supply system including a power storage device, a converter, and a control device. The vehicle is configured to be capable of external charging, in which the power storage device is charged by a power source external to the vehicle. The control device controls the temperature (heating) of the power storage device using heat generated in a reactor during external charging. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-177931 Summary of the Invention [Problem to be solved by the invention]

[0004] Patent Document 1 discusses a technique for adjusting the temperature of a power storage device during external charging. On the other hand, in an environment such as an extremely low temperature environment, the temperature of the power storage device may be adjusted after external charging, for example, to keep the device warm. Patent Document 1 does not discuss how to optimally adjust the temperature of the power storage device over the total period consisting of the temperature adjustment period during external charging and the temperature adjustment period after external charging.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to optimize the temperature adjustment of the storage device when the temperature of the storage device is adjusted during and after external charging. [Means for solving the problem]

[0006] A vehicle of the present disclosure is configured to be capable of performing external charging, in which an on-board power storage device is charged using power supply supplied from power equipment provided outside the vehicle. The vehicle includes a heating device and a control device. The heating device is configured to heat the power storage device. The control device performs temperature adjustment control to adjust the temperature of the power storage device by controlling the heating device during a first period in which external charging is performed and a second period after external charging has stopped. The temperature of the power storage device adjusted by the temperature adjustment control during the second period is lower than the temperature of the power storage device adjusted by the temperature adjustment control during the first period. [Effects of the Invention]

[0007] According to the present disclosure, when the temperature of the power storage device is adjusted during and after external charging, it is possible to optimize the temperature adjustment of the power storage device. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram showing an overall configuration of a vehicle according to an embodiment of the present invention; [Figure 2] FIG. 2 is a diagram for specifically explaining temperature regulation control executed by an ECU (Electronic Control Unit) in association with external charging in the embodiment. [Figure 3] 4 is a flowchart illustrating processing and control executed by an ECU. [Figure 4] 10A and 10B are diagrams illustrating the relationship between the magnitude of the power supply and the upper and lower limits of the target temperature range. [Figure 5] FIG. 10 is a diagram illustrating the relationship between temperature TB and Win. [Figure 6] 10 is a diagram specifically illustrating temperature regulation control executed by an ECU in relation to external charging in Modification 2. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals, and description thereof will not be repeated.

[0010] Fig. 1 is a diagram showing an overall configuration of a vehicle 1 according to the present embodiment. Referring to Fig. 1, vehicle 1 is an electrically powered vehicle capable of performing external charging, such as an electric vehicle (EV). External charging refers to charging a battery 100 (described below) using power supply supplied from power equipment provided outside vehicle 1.

[0011] The vehicle 1 includes a battery pack 102, an SMR (System Main Relay) 103, inlets 104 and 105, a charging device 114, and a charging relay 115. The vehicle 1 further includes a DC / DC converter 116, a PCU (Power Control Unit) 117, a motor 118, an auxiliary battery 119, and a heating device 120. The vehicle 1 further includes a communication device 140, a start switch 142, a GPS (Global Positioning System) 145, an HMI (Human Machine Interface) device 150, and an ECU 170.

[0012] The battery pack 102 includes a battery 100 and a temperature sensor 101. The battery 100 is an example of a power storage device mounted on the vehicle 1, and is a secondary battery such as a lithium-ion battery. During external charging, the battery 100 generates heat due to its input power (charging power). The upper limits of the input power and output power of the battery 100 are also referred to as Win and Wout, respectively. In a temperature range from extremely low temperature to room temperature, Win and Wout increase as the temperature TB increases.

[0013] The temperature sensor 101 detects the temperature TB (battery temperature) of the battery 100. The battery pack 102 further includes a current sensor and a voltage sensor (neither shown). The current sensor and voltage sensor detect the current and voltage of the battery 100, respectively. The SMR 103 is electrically connected to the battery 100.

[0014] Inlets 104 and 105 receive power supply from power equipment 205 and 210, respectively. Each of power equipment 205 and 210 is provided outside vehicle 1. The power supply from power equipment 205 and power equipment 210 is AC power and DC power, respectively. External charging using AC power from power equipment 205 and external charging using DC power from power equipment 210 are also referred to as "AC charging" and "DC charging," respectively.

[0015] The charging device 114 is connected between the SMR 103 and the inlet 104 and includes an insulating AC / DC converter. The charging device 114 converts the power (AC power) received by the inlet 104 into charging power (DC power) for the battery 100. The charging relay 115 is connected between the SMR 103 and the inlet 105.

[0016] The DC / DC converter 116 reduces the voltage of the power output from the battery 100 through the SMR 103 or the power supplied from the charging device 114 (or the power equipment 210) during external charging. The reduced power is supplied to the auxiliary battery 119 or the heating device 120.

[0017] The PCU 117 converts DC power output from the battery 100 through the SMR 103 into AC power while the traveling system of the vehicle 1 is running. The motor 118 receives the AC power from the PCU 117 and generates driving force for the vehicle 1 to travel.

[0018] The auxiliary battery 119 is a secondary battery that stores power for the auxiliary devices. The heating device 120 is configured to operate using power supplied from the DC / DC converter 116 or power from the auxiliary battery 119, and heat the battery 100. Specifically, the heating device 120 indirectly heats the battery 100 via a heat medium (refrigerant) flowing inside or below the battery pack 102. Note that the heating device 120 may also be a heater that directly heats the battery 100.

[0019] The communication device 140 is configured to exchange various information by communicating with the power equipment 205 (or the power equipment 210). The information includes information indicating the magnitude of the power supply, a command to start external charging, and a command to stop external charging. The communication between the communication device 140 and the power equipment 205 (or the power equipment 210) is, for example, CAN (Controller Area Network) communication. The communication device 140 is capable of wireless communication with a server (not shown) external to the vehicle 1. This server stores a map database.

[0020] The start switch 142 receives a user operation to start / stop (turn on / off the SMR 103) the driving system of the vehicle 1. The GPS 145 measures the current location of the vehicle 1.

[0021] The HMI device 150 receives various user operations from the user U. The user operations include an operation to set a scheduled start time for the vehicle 1 to travel, an operation to set an end time for timer charging, and an operation to set a target SOC (State of Charge) for the battery 100 during external charging. The scheduled start time for the vehicle 1 to travel is the scheduled time for the vehicle 1 to start traveling. In the embodiment, the user U operates the start switch 142 at this time to start driving the vehicle 1. Timer charging is external charging that is performed according to a predetermined schedule, and in this example, it is performed so that the SOC of the battery 100 reaches the target SOC at the end time. The target SOC is, for example, 100%. The user operations further include an operation to set a destination for the vehicle 1. The HMI device 150 can display a driving route from the current location of the vehicle 1 to the destination. Information indicating the driving route is obtained by the communication device 140 from an external server.

[0022] The ECU 170 includes a CPU (Central Processing Unit) 131 and a memory 132. The CPU 131 executes various types of arithmetic processing. The memory 132 includes a ROM (Read Only Memory) 133 and a RAM (Random Access Memory) 134. The ROM 133 stores programs executed by the CPU 131 and various types of data.

[0023] The ECU 170 sets Win and Wout according to the detected values ​​of the temperature sensor 101 and the voltage and current sensors described above, calculates the SOC of the battery 100, and controls various devices of the vehicle 1. These devices include the SMR 103, the charging device 114, the charging relay 115, the DC / DC converter 116, the PCU 117, the heating device 120, the communication device 140, and the HMI device 150.

[0024] The ECU 170 performs temperature regulation control to adjust the temperature TB by controlling the heating device 120. For example, during external charging, the ECU 170 intermittently drives the heating device 120 so that the temperature TB is within a target temperature range. The higher the target temperature range, the more frequently the heating device 120 is driven, and therefore the longer the driving time of the heating device 120. On the other hand, the lower the target temperature range, the less frequently the heating device 120 is driven, and therefore the shorter the driving time of the heating device 120.

[0025] ECU 170 controls external charging by controlling charging device 114 or charging relay 115, and communication device 140. External charging starts when user U issues a command to start power supply while vehicle 1 is connected to power equipment 205 (or power equipment 210). External charging stops when the SOC of battery 100 reaches a target SOC. In this case, ECU 170 transmits a command to stop external charging to power equipment 205 (or power equipment 210) via communication device 140, and stops charging device 114 (or opens charging relay 115).

[0026] During the period (first period) in which external charging is performed, it is preferable to warm the battery 100 appropriately to improve the charging efficiency of the battery 100. In particular, during AC charging, the supplied power is smaller than during DC charging, and the amount of self-heating of the battery 100 is smaller, so it is important to warm the battery 100 appropriately. Furthermore, during the period (second period) after external charging has stopped, it is preferable to keep the battery 100 appropriately warm so that the battery 100 can output a sufficient amount of power when the vehicle 1 starts running. In particular, in an extremely low-temperature environment, the battery 100 is likely to be excessively cooled, resulting in small Win and Wout, so it is important to keep the battery 100 appropriately warm.

[0027] As described above, the higher the temperature TB, the larger the Win and Wout. Therefore, it is preferable that the temperature TB (first adjustment temperature) adjusted by the temperature regulation control during the first period be moderately high in order to shorten the charging time of the battery 100. On the other hand, the temperature TB (second adjustment temperature) adjusted by the temperature regulation control during the second period is typically the warming temperature of the battery 100. The warming temperature is determined in advance, for example, through experiments, based on the capacity of the battery pack 102. During warming of the battery 100, the output power of the battery 100 only needs to be relatively high, and does not need to be as high as during external charging. In fact, unnecessarily raising the warming temperature of the battery 100 will increase the power consumption of the heating device 120. Therefore, it may be preferable that the temperature TB during the second period be moderately low. As described above, the preferable temperature of the battery 100 varies depending on the situation.

[0028] In this embodiment, the ECU 170 performs temperature adjustment control of the battery 100 during a first period during which external charging is performed and during a second period after external charging is stopped. This temperature adjustment control includes controlling the heating device 120 so that the second adjustment temperature (keep warm temperature) is lower than the first adjustment temperature.

[0029] With this configuration, the temperature TB during the first period is adjusted to be relatively high, and the temperature TB during the second period is adjusted to be relatively low. Because the temperature TB during the first period is high, Win can be increased. This improves charging efficiency and shortens the charging time of the battery 100. Furthermore, because the temperature TB during the second period is low, the operating time of the heating device 120 during the second period can be reduced. As a result, the power consumption of the heating device 120 (vehicle 1) can be reduced.

[0030] 2 is a diagram specifically illustrating the temperature regulation control executed by ECU 170 in association with external charging in this embodiment. In this example, external charging is timer charging.

[0031] Referring to FIG. 2, line 500 represents the transition of temperature TB (battery temperature). Periods P1 and P2 correspond to the first and second periods described above, respectively. Ranges R1 and R2 are target temperature ranges for battery 100 during periods P1 and P2, respectively. Upper limit Ta and lower limit Tb are the upper and lower limits of range R1, respectively. Upper limit Tc and lower limit Td are the upper and lower limits of range R2, respectively. Each of upper limits Ta and Tc and lower limits Tb and Td is determined in advance. Upper limit Tc is lower than upper limit Ta. Lower limit Td is lower than lower limit Tb. The period consisting of periods P1 and P2 is also referred to as total period TP. Note that upper limit Ta and lower limit Tb may be set based on the magnitude of the power supply. This point will be described later in Modification 1.

[0032] At time t0, timer charging starts, and ECU 170 thereby starts driving heating device 120. As a result, temperature TB starts to rise from TB0 and exceeds lower limit Tb at time t01. Heating device 120 may be driven before time t0 (pre-heating).

[0033] At time t1, the ECU 170 stops the heating device 120 so that the temperature TB does not exceed the upper limit Ta. Between time t1 and time t2, the temperature TB starts to drop due to heat dissipation from the battery 100. At time t2, the ECU 170 drives the heating device 120 so that the temperature TB does not drop below the lower limit Tb. As a result, the temperature TB starts to rise again.

[0034] Similarly, between time t2 and time t6, ECU 170 repeatedly drives and stops heating device 120. In this way, the temperature adjustment control during period P1 includes control to adjust temperature TB within range R1 by intermittently driving heating device 120.

[0035] At time t6, the SOC reaches the target SOC and the timer charging ends. Because range R2 is lower than range R1 during period P2 after time t6, ECU 170 does not drive heating device 120 at time t6. As a result, temperature TB continues to decrease after time t6.

[0036] At time t7, the heating device 120 is driven so that the temperature TB does not fall below the lower limit Td. Between time t7 and time t11, the ECU 170 adjusts the temperature TB in the same manner as during the period P1. In this way, the temperature adjustment control during the period P2 includes control of adjusting the temperature TB within the range R2 by intermittently driving the heating device 120.

[0037] At time t11, the scheduled start time of vehicle 1 arrives, the driving system starts up due to operation of start switch 142, and temperature adjustment control by ECU 170 ends. Information indicating the scheduled start time of driving (time t11) is stored in memory 132. Time t11 is included in period P2.

[0038] 3 is a flowchart illustrating the processing and control executed by ECU 170. This flowchart starts when vehicle 1 is connected to power equipment and external charging (in this example, AC charging) begins. Hereinafter, steps are abbreviated as "S."

[0039] 3, ECU 170 acquires information indicating the magnitude of the power supply of power equipment 205 from power equipment 205 via CAN communication and confirms the magnitude of the power supply (S105). Then, ECU 170 determines whether temperature TB (battery temperature) is lower than lower limit Tb (range R1) (S110). If temperature TB is equal to or higher than lower limit Tb (NO in S110), the process proceeds to S125. If temperature TB is lower than range R1 (YES in S110), ECU 170 drives heating device 120 (S115).

[0040] The ECU 170 determines whether the temperature TB has risen to the upper limit Ta (S120). If the temperature TB has not risen to the upper limit Ta (NO in S120), the process returns to S115. If the temperature TB has risen to the upper limit Ta (YES in S120), the ECU 170 stops the heating device 120 and then drives the heating device 120 intermittently so that the temperature TB falls within the range R1 (S125). S115 and S125 correspond to the temperature adjustment control during the period P1.

[0041] ECU 170 determines whether the SOC has reached the target SOC (S130). If the SOC has not yet reached the target SOC (NO in S130), the process returns to S125. If the SOC has reached the target SOC (YES in S130), ECU 170 stops external charging (S132).

[0042] Thereafter, the ECU 170 intermittently drives the heating device 120 so that the temperature TB falls within the range R2 to keep the battery 100 warm (S135). Specifically, the ECU 170 stops the heating device 120 when the temperature TB rises to the upper limit Tc, and then repeats the control of driving the heating device 120 when the temperature TB falls to the upper limit Td. S135 corresponds to the temperature adjustment control during the period P2.

[0043] ECU 170 determines whether the traveling system has started, specifically, whether start switch 142 has been operated (S140). If the traveling system has started (YES in S140), ECU 170 stops heating device 120, that is, ends the series of controls for heating device 120 (S145). If not (NO in S140), the process returns to S135.

[0044] As described above, according to the embodiment, the heating device 120 is controlled so that the second adjustment temperature (range R2) is lower than the first adjustment temperature (range R1). This makes it possible to reduce the charging time and reduce the power consumption in the vehicle 1. Therefore, it is possible to optimize the adjustment of the temperature TB from the viewpoint of efficiency over the total period TP.

[0045] [First Modification of the Embodiment] When the input power of the battery 100 is small due to a small supply power, it is not necessary to increase the temperature TB so much to increase Win. In fact, increasing the temperature TB unnecessarily will result in an increase in the power consumption of the heating device 120.

[0046] 2 again, in order to address such a problem, ECU 170 of Modification 1 sets upper limit Ta and lower limit Tb lower when the supply power is small than when the supply power is large. In this case, the temperature adjustment control by ECU 170 corresponds to controlling heating device 120 so that range R1 when the supply power is small is lower than range R1 when the supply power is large. As a result, during period P1, temperature TB when the supply power is small is lower than temperature TB when the supply power is large.

[0047] According to the above temperature adjustment control, when the power supply during the period P1 is relatively small, the driving time of the heating device 120 during the period P1 can be reduced.

[0048] FIG. 4 is a diagram for explaining the relationship between the magnitude of the power supply (PM) and the upper limit Ta and lower limit Tb. Referring to FIG. 4, data 600 is stored in memory 132. ECU 170 acquires information indicating the magnitude of the power supply from power equipment 205 (or power equipment 210) via communication device 140. ECU 170 sets the upper limit Ta and lower limit Tb (range R1) in accordance with this information and data 600. For example, when PM is within range RNG1, the upper limit Ta and lower limit Tb are set to Ta1 and Tb1, respectively. When PM is within range RNG2, the upper limit Ta and lower limit Tb are set to Ta2 and Tb2, respectively (Ta1 <Ta2,Tb1<Tb2)。

[0049] 5 is a diagram illustrating the relationship between temperature TB and Win. In this example, the supply power is AC power from power equipment 205. The input power is DC power supplied to battery 100 from charging device 114 during AC charging, and is determined according to the supply power (AC power).

[0050] Referring to FIG. 5, when PM is relatively small (for example, within range RNG1 in FIG. 4), it is not necessary to increase temperature TB so much to increase Win. In this example, it is sufficient to set Win to Win1, and therefore temperature TB is adjusted to be near TB1. On the other hand, when PM is relatively large (for example, within range RNG2 in FIG. 4), it is necessary to increase temperature TB to increase Win. In this case, temperature TB is adjusted to be near TB2 (>TB1) so that Win is set to Win2 (>Win1). In this example, Tb1 <TB1<Ta1であり、Tb2<TB2<Ta2である。

[0051] According to this first modification, when the power supply during the period P1 is relatively small, the driving time of the heating device 120 during the period P1 can be reduced, thereby reducing the power consumption in the vehicle 1.

[0052] [Modification 2 of the embodiment] As described above, it is preferable that the second adjustment temperature is basically lower than the first adjustment temperature. On the other hand, it may be preferable that the second adjustment temperature is higher as the second adjustment temperature becomes higher than the first adjustment temperature. For example, assume that a scheduled start time of the vehicle 1 is set and the required driving force of the vehicle 1 is large after this time. In this case, from the viewpoint of improving the driving performance of the vehicle 1, it is preferable that the second adjustment temperature before the start of driving is high so that Wout after the scheduled start time of driving becomes large.

[0053] In this variant example 1, when it is predicted that the required driving force of the vehicle 1 after the scheduled start time of driving will be greater than a threshold value, the ECU 170 controls the heating device 120 so that the pre-driving start adjustment temperature of the battery 100 is higher than the first adjustment temperature.

[0054] The pre-travel adjustment temperature refers to the temperature TB adjusted by temperature regulation between the pre-travel start time of the vehicle 1 and the scheduled travel start time. The pre-travel start time is determined as a predetermined time (e.g., 10 minutes) before the scheduled travel start time. The fact that the requested driving force is greater than the threshold value is predicted by the ECU 170, for example, based on the fact that the gradient of an uphill section of the travel route from the current location of the vehicle 1 to the destination is greater than a predetermined value. Information indicating the predetermined time, the threshold value, and the predetermined value are stored in the memory 132.

[0055] 6 is a diagram specifically illustrating the temperature adjustment control executed by ECU 170 in association with external charging in Modification 2. This diagram differs from FIG. 2 in that time t11 is replaced by time t11a, and times t11a to t14a are added.

[0056] 6, line 800 represents the transition of temperature TB. Times t11a and t14a are included in period P2 and are the time before driving starts and the scheduled driving start time, respectively. The period from time t6 to time t11a and the period from time t11a to time t14a are also referred to as periods P2A and P2B, respectively. Periods P2A and P2B are included in period P2.

[0057] The upper limit Tc and the lower limit Td are, respectively, the upper limit and the lower limit of the target temperature range (range R2) of the battery 100 during the period P2A. The upper limit Te and the lower limit Tf are, respectively, the upper limit and the lower limit of the target temperature range (range R3) of the battery 100 during the period P2B. The upper limit Te is higher than the upper limit Ta. The lower limit Tf is higher than the lower limit Tb. The temperature TB within the range R3 corresponds to the pre-start driving adjustment temperature.

[0058] By controlling the heating device 120 based on the required driving force of the vehicle 1 after the scheduled start time of driving, the temperature TB immediately before the start of driving can be increased as the temperature becomes higher than the first adjustment temperature (R1 < R3). As a result, Wout can be increased immediately after the scheduled start time of driving (time t14a). As a result, the user U can immediately drive the vehicle 1 while the driving performance of the vehicle 1 is improved. Further, during the period P2A, the power consumption of the heating device 120 can be reduced.

[0059] [Modification Example 3 of the Embodiment] When the DC charging of the vehicle 1 is executed, that is, when the power supply power is DC power, the ECU 170 may stop the heating device 120 based on the fact that the temperature TB has risen to a temperature within the range R1 (for example, the average temperature of Ta and Tb) during the period P1.

[0060] The input power when DC charging is executed is typically larger than the input power when AC charging is executed. Therefore, the self-heating amount of the battery 100 during DC charging is typically larger than the self-heating amount during AC charging. Even if the ECU 170 stops the heating device 120 as described above, the temperature TB can be kept within the range R1 due to the self-heating of the battery 100. As a result, unlike during AC charging, it is not always necessary to operate the heating device 120 after the temperature TB has risen within the range R1 during the period P1, so the power consumption in the vehicle 1 can be reduced.

[0061] [Other Modification Examples] External charging may be temporarily stopped (interrupted) before the SOC reaches the target SOC. For example, when the user U performs an operation to temporarily stop external charging, the ECU 170 may keep the battery 100 warm during the period from when external charging is temporarily stopped to when it is restarted. In this case, the temperature adjustment control by the ECU 170 also includes controlling the heating device 120 so that the temperature TB during this period is lower than the temperature TB (first adjustment temperature) before external charging was temporarily stopped.

[0062] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0063] 1 vehicle, 100 batteries, 120 heating units, 170 ECUs, 205,210 power equipment.

Claims

1. A vehicle capable of external charging in which an on-board power storage device is charged using power supply power supplied from a power facility provided outside the vehicle, a heating device configured to heat the power storage device; a storage device that stores a first time that is a scheduled time when the vehicle will start traveling; a control device that performs temperature adjustment control to adjust a temperature of the power storage device by controlling the heating device during each of a first period during which the external charging is performed and a second period after the external charging is stopped, the temperature of the power storage device adjusted by the temperature adjustment control during the second period is lower than the temperature of the power storage device adjusted by the temperature adjustment control during the first period; the second period includes the first time and a second time that is a predetermined time before the first time, A vehicle, wherein when it is predicted that the required driving force of the vehicle after the first time will be greater than a threshold value, the temperature of the storage device adjusted by the temperature adjustment control between the second time and the first time is higher than the temperature of the storage device adjusted by the temperature adjustment control during the first period.

2. The temperature control is control of adjusting the temperature of the power storage device within a first range by intermittently driving the heating device during the first period; and controlling the temperature of the power storage device to be within a second range by intermittently driving the heating device during the second period, the upper limit of the second range is lower than the upper limit of the first range; The vehicle of claim 1 , wherein the lower limit of the second range is lower than the lower limit of the first range.

3. 3. The vehicle according to claim 1, wherein, during the first period, the temperature of the power storage device when the supplied electric power is small is lower than the temperature of the power storage device when the supplied electric power is large.

4. 3 . The vehicle according to claim 2 , wherein, when the supply power is DC power, the control device stops the heating device based on the temperature of the power storage device rising to within the first range during the first period.

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