Vehicle and vehicle control method

Abstract

To suppress a decrease in vehicle performance after completion of external charging in a vehicle in which a solid-state battery is mounted.SOLUTION: A vehicle 1 includes: a battery 21 including a solid-state battery configured to be able to be charged by external charging (plug-in charging) with power supplied from the outside of the vehicle 1; an electric heater 22 configured to heat the battery 21; and an ECU 100 configured to control the electric heater 22. When predetermined conditions associated with external charging are satisfied, the ECU 100 controls the electric heater 21 such that a temperature of the battery 21 during execution of external charging is high compared to a case where the predetermined conditions are not satisfied. The predetermined conditions include a condition that the altitude of the vehicle 1 during execution of external charging is higher than a predetermined height.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle and a vehicle control method, and more particularly to a control technique for a vehicle equipped with an all-solid-state battery. [Background technology]

[0002] In recent years, research and development of all-solid-state batteries has been progressing with the aim of installing them in vehicles. A rapid charger for all-solid-state batteries disclosed in JP 2021-141674 A (Patent Document 1) cools the all-solid-state battery when its temperature is equal to or higher than a predetermined temperature. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-141674 Summary of the Invention [Problem to be solved by the invention]

[0004] Generally, a battery installed in a vehicle has a set upper limit voltage control. When the battery voltage rises to (or near) the upper limit voltage control, charging of the battery is restricted (for example, prohibited) to protect the battery from deterioration.

[0005] Although the mechanism is described in detail below, compared to liquid-based batteries, all-solid-state batteries are more likely to experience a voltage rise during external charging (such as plug-in charging). Therefore, after external charging of an all-solid-state battery is completed, the voltage is likely to be high and close to the upper control voltage limit. As a result, when driving after external charging is completed, further charging may be suppressed. If charging is suppressed, vehicle performance may deteriorate. For example, the vehicle's regenerative braking force may become insufficient, and the vehicle's energy efficiency (electricity consumption, fuel economy, etc.) may decrease. It is desirable to avoid such situations.

[0006] The present disclosure has been made to solve the above-mentioned problems, and one of the purposes of the present disclosure is to suppress a decrease in vehicle performance after external charging is completed in a vehicle equipped with an all-solid-state battery. [Means for solving the problem]

[0007] (1) A vehicle according to a first aspect of the present disclosure includes a battery including an all-solid-state battery configured to enable external charging using power supplied from outside the vehicle, a heater for heating the battery, and a control device for controlling the heater. When predetermined conditions related to external charging are met, the control device controls the heater so that the temperature of the battery during external charging is higher than when the predetermined conditions are not met. The predetermined conditions include a condition that the altitude of the vehicle during external charging is higher than a predetermined height.

[0008] If the vehicle is at a high altitude during external charging, there is a high possibility that the vehicle will travel downhill after external charging is completed, and the voltage, which has already increased due to external charging, may further increase due to regenerative charging. Therefore, in the configuration of (1) above, when predetermined conditions are met, including the condition that the vehicle's altitude is higher than a predetermined height, the battery is heated so that the battery temperature is higher during external charging than when this is not the case. By raising the battery temperature through heating, it is possible to reduce the voltage increase associated with external charging (details will be described later). This makes it less likely that the battery voltage will reach the control upper limit voltage even if it increases after external charging is completed. Therefore, the configuration of (1) above can suppress a decrease in vehicle performance after external charging is completed.

[0009] (2) The control device controls the heater so that the battery temperature approaches the target temperature, and when a predetermined condition is met, the target temperature is set higher than when the predetermined condition is not met.

[0010] (3) When a predetermined condition is met, the control device increases the amount of heating of the battery by the heater compared to when the predetermined condition is not met.

[0011] (4) When the predetermined condition is met, the control device increases the amount of temperature rise of the battery from when the heater starts heating the battery compared to when the predetermined condition is not met.

[0012] According to the above configurations (2) to (4), the target temperature, the amount of heating, or the amount of temperature rise of the battery is controlled, so that the temperature of the battery can be raised in a suitable manner.

[0013] (5) The predetermined condition further includes a condition that the SOC of the battery during execution of external charging is higher than a reference value.

[0014] (6) The predetermined condition further includes a condition that the remaining charging time until the end of external charging is shorter than a reference time.

[0015] In the configurations (5) and (6) above, whether external charging is nearing completion is determined based on the SOC or the remaining charging time. This makes it possible to raise the battery temperature when external charging is nearing completion (i.e., when the vehicle is about to start moving). This eliminates unnecessary heating by the heater and reduces unnecessary power consumption.

[0016] (7) The predetermined condition further includes a condition that the vehicle is estimated to travel downhill exceeding a reference elevation difference after external charging ends.

[0017] In the configuration of (7) above, by taking the difference in altitude into consideration, the accuracy of estimating whether the vehicle will travel downhill after the end of external charging is improved, making it possible to heat the battery only when it is estimated with high accuracy that the vehicle will travel downhill after the end of external charging.

[0018] (8) A vehicle control method according to a second aspect of the present disclosure controls a vehicle equipped with a battery including an all-solid-state battery. The vehicle control method includes the steps of: performing external charging to charge the battery using power supplied from outside the vehicle; and heating the battery using a heater. The heating step includes the step of increasing the temperature of the battery during external charging when predetermined conditions related to external charging are met, compared to when the predetermined conditions are not met. The predetermined conditions include a condition that the altitude of the vehicle during external charging is higher than a predetermined height.

[0019] According to the method (8) above, similar to the configuration (1) above, it is possible to suppress the deterioration of vehicle performance after external charging ends. [Effects of the Invention]

[0020] According to the present disclosure, in a vehicle equipped with an all-solid-state battery, it is possible to suppress a decrease in vehicle performance after external charging is completed. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a diagram illustrating an example of an overall configuration of a vehicle according to a first embodiment of the present disclosure. [Figure 2] FIG. 2 is a conceptual diagram showing an example of input / output control of a battery. [Figure 3] 4 is a flowchart showing a processing procedure for a temperature increase process in the first embodiment. [Figure 4] 10 is a flowchart showing a procedure for a temperature increase process in a modification of the first embodiment. [Figure 5] 10 is a flowchart showing a processing procedure for a temperature increase process in the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0022] 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.

[0023] [Embodiment 1] <Vehicle configuration> FIG. 1 is a diagram illustrating an example of the overall configuration of a vehicle according to a first embodiment of the present disclosure. Vehicle 1 is configured to be capable of external charging using power supplied from an external power source (such as a charging station). In this example, external charging is plug-in charging. However, external charging may also be contactless charging. In this example, vehicle 1 is a battery electric vehicle (BEV). Vehicle 1 may also be another type of vehicle, such as a plug-in hybrid electric vehicle (PHEV).

[0024] The vehicle 1 includes a charging unit 10, a battery pack 20, a drive unit 30, drive wheels 40, an altitude sensor 51, a navigation system 52, and an ECU (Electronic Control Unit) 100. The charging unit 10 includes an inlet 11, a DC / DC converter 12, and a charge relay (CHR) 13. The battery pack 20 includes a battery 21, an electric heater 22, and a battery sensor 23. The drive unit 30 includes a PCU (Power Control Unit) 31 and a motor generator 32.

[0025] The inlet 11 is configured to receive a charging connector (not shown) of a charging cable via mechanical connection such as fitting, etc. The inlet 11 receives power supplied from an external power supply.

[0026] DC / DC converter 12 is electrically connected between inlet 11 and charging relay 13. DC / DC converter 12 drops the voltage of the DC power supplied from an external power supply via inlet 11 in accordance with a control command from ECU 100. Note that an AC / DC converter (not shown) for normal charging may be provided instead of or in addition to DC / DC converter 12 for rapid charging.

[0027] The charging relay 13 is electrically connected between the DC / DC converter 12 and the battery 21. The charging relay 13 is opened / closed in response to a control command from the ECU 100. When the charging relay 13 is closed, power can be transmitted between the inlet 11 and the battery 21.

[0028] The battery 21 is an assembled battery including a plurality of cells (typically tens to hundreds). Each cell is an all-solid-state battery. As the all-solid-state battery, batteries using various known materials such as those containing a sulfide-based solid electrolyte or an oxide-based solid electrolyte can be used. The battery 21 stores power for driving the motor generator 32 and supplies the power to the motor generator 32 via the PCU 31. The battery 21 is also charged by receiving regenerative power via the PCU 31 when the motor generator 32 generates power regeneratively.

[0029] The electric heater 22 is, for example, a PTC (Positive Temperature Coefficient) heater. In a low-temperature environment, the electric heater 22 heats the battery 21 using power supplied from an external power source during plug-in charging. However, the electric heater 22 may be operated using power supplied from the battery 21.

[0030] The battery sensor 23 includes a voltage sensor, a current sensor, and a temperature sensor (none of which are shown). The voltage sensor detects the temperature of the battery 21 (battery voltage VB). The current sensor detects the current IB input to and output from the battery 21. The temperature sensor detects the temperature of the battery 21 (battery temperature TB). Each sensor outputs its detection result to the ECU 100.

[0031] The PCU 31 is configured to perform bidirectional power conversion between the battery 21 and the motor generator 32 in accordance with a control command from the ECU 100.

[0032] The motor generator 32 is an AC rotating electric machine, such as a three-phase AC synchronous motor with a permanent magnet embedded in the rotor. The motor generator 32 mainly operates as an electric motor, receiving electric power from the battery 21 to rotate and drive the drive wheels 40. On the other hand, when the vehicle 1 is decelerating (during braking, traveling downhill, etc.), the motor generator 32 operates as a generator to generate regenerative electricity. The electric power generated by the motor generator 32 is charged into the battery 21 via the PCU 31.

[0033] The altitude sensor 51 includes a barometer (not shown) and calculates the altitude of the vehicle 1 based on the atmospheric pressure. The altitude sensor 51 outputs the calculated altitude of the vehicle 1 to the ECU 100.

[0034] The navigation system 52 includes a GPS (Global Positioning System) module (not shown). The GPS module identifies the position of the vehicle 1 based on radio waves from artificial satellites. The navigation system 52 uses the identified position information of the vehicle 1 to perform navigation processing such as proposing a planned driving route, and outputs the processing results to the ECU 100.

[0035] The ECU 100 includes a processor 101, a memory 102, and a storage 103. The processor 101 is an arithmetic device such as a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit). The memory 102 is a volatile memory (working memory) such as a RAM (Random Access Memory). The storage 103 is a rewritable non-volatile memory such as a flash memory. The storage 103 stores a system program including an OS (Operating System) and a control program including computer-readable code required for control calculations. The processor 101 reads the system program and the control program, loads them into the memory 102, and executes them to perform various processes. The ECU 100 corresponds to a "control device" according to the present disclosure. The ECU 100 may be configured by dividing it into multiple ECUs for each function.

[0036] As the main controls executed by the ECU 100 in this embodiment, there are input / output control of the battery 21 and temperature increase processing using the electric heater 22. The outlines of these controls / processes will be briefly described below.

[0037] <Input / Output Control> FIG. 2 is a conceptual diagram showing an example of the input / output control of the battery 21. FIG. 2 shows an example of how the power input to and output from the battery 21 is set with respect to the voltage of the battery 21. The horizontal axis represents the voltage of the battery 21 (battery voltage VB). The vertical axis represents the charge / discharge power of the battery 21 (input / output power PB). When the power is negative, it indicates charging, and when the power is positive, it indicates discharging. <00​​​​​​​​​​When the battery voltage VB reaches the upper limit voltage UL, Win is set to 0, and regenerative power generation by the motor generator 32 is prohibited. While this can suppress deterioration of the battery 21, it may also degrade vehicle performance. For example, the regenerative braking force of the vehicle 1 may become insufficient. Alternatively, energy recovery during deceleration may become impossible, resulting in a decrease in energy efficiency and a deterioration in the electric fuel economy of the vehicle 1.

[0041] <Temperature increase treatment> The temperature increase process in this embodiment is a process of operating the electric heater 22 so that the battery temperature TB detected by the battery sensor 23 (temperature sensor) approaches a target temperature. In this example, the ECU 100 operates the electric heater 22 until the battery temperature TB reaches the target temperature (or falls within a predetermined temperature range including the target temperature). When the battery temperature TB reaches the target temperature, the ECU 100 stops the electric heater 22. When the battery temperature TB falls below the target temperature (or the lower limit of the predetermined range), the ECU 100 operates the electric heater 22 again.

[0042] <Uneven reaction> In all-solid-state batteries, voltage increases are more likely to occur than in liquid-based batteries (lithium-ion batteries). More specifically, in all-solid-state batteries, the charging reaction proceeds more easily in the thickness direction of the negative electrode, closer to the positive electrode, and less easily the charging reaction proceeds the further away from the positive electrode. This can lead to reaction unevenness (charging unevenness) in the thickness direction of the negative electrode. Reaction unevenness is more pronounced in all-solid-state batteries. This is because in all-solid-state batteries that do not contain electrolyte, it is difficult to form ion conduction paths between solid electrolytes in the thickness direction, and the resistance associated with the movement of ions in the thickness direction is high. When reaction unevenness occurs in an all-solid-state battery, the overvoltage generated in the area where the reaction unevenness occurs increases, resulting in a rise in voltage.

[0043] Due to these characteristics of the all-solid-state battery, the battery voltage VB is likely to reach the upper limit voltage UL after plug-in charging of the battery 21. Here, the inventors have noted that if the vehicle 1 is at a high altitude during plug-in charging, the battery voltage VB may be even more likely to reach the upper limit voltage UL. This is because if the vehicle 1 is at a high altitude, there is a high possibility that the vehicle will subsequently travel downhill, and the battery voltage VB, which has increased to a certain extent due to plug-in charging, may further increase due to regenerative charging associated with downhill traveling. When the battery voltage VB reaches the upper limit voltage UL, there is a possibility that vehicle performance will deteriorate as described above.

[0044] Therefore, in this embodiment, a configuration is adopted in which the method of heating the battery 21 is changed depending on the altitude of the vehicle 1 during plug-in charging. When the altitude of the vehicle 1 during plug-in charging is high, the ECU 100 controls the electric heater 22 so that the temperature of the battery 21 (battery temperature TB) is higher than when the altitude is low. The higher the battery temperature TB, the more easily lithium ions diffuse, and the more easily the reaction unevenness caused by plug-in charging is alleviated (eliminated). This reduces overvoltage and reduces the voltage rise associated with plug-in charging. As a result, even if the battery voltage VB rises due to regenerative charging associated with downhill driving, the battery voltage VB is less likely to reach the upper limit voltage UL. As a result, deterioration of vehicle performance can be suppressed.

[0045] In the present disclosure, the reference point of altitude is not limited to the height from sea level (more specifically, mean sea level). The reference point of altitude can be changed as appropriate. Furthermore, altitude may be interpreted as other terms (such as above sea level or altitude) that represent height (height position).

[0046] <Processing flow> 3 is a flowchart showing the procedure of the temperature increase process in the first embodiment. The process shown in this flowchart is executed when a predetermined condition is met (for example, at each control cycle). Here, it is assumed that the battery temperature TB is low in a low-temperature environment, and it is desirable to increase the temperature of the battery 21.

[0047] Each step is realized by software processing by ECU 100, but may also be realized by hardware (electrical circuitry) arranged within ECU 100. Hereinafter, a step will be abbreviated as S. The same applies to Figures 4 and 5 described later.

[0048] In S101, ECU 100 determines whether vehicle 1 is being plugged in. If vehicle 1 is being plugged in (YES in S101), ECU 100 acquires the altitude of vehicle 1 from altitude sensor 51 (S102). ECU 100 may acquire the altitude of vehicle 1 based on the position information of vehicle 1 identified by navigation system 52 and map information (information on the altitude at each position) prepared in advance.

[0049] In S103, the ECU 100 determines whether the altitude acquired in S102 is higher than a predetermined height X. The height X is, for example, 500 meters above sea level, 1000 meters above sea level, 1500 meters above sea level, or the like, and is determined by design. If the altitude is higher than the height X, the ECU 100 estimates the SOC of the battery 21 (S104). As a method for estimating the SOC, a known method such as a method using a charge / discharge curve (OCV (Open Circuit Voltage)-SOC curve) or a current integration method can be used.

[0050] In S105, the ECU 100 determines whether the SOC estimated in S104 is higher than a reference value P. The reference value P is a value that is slightly (for example, 5% to 10%) lower than the SOC (for example, 90%) at which plug-in charging is terminated.

[0051] If the SOC is equal to or lower than the reference value P (NO in S105), the ECU 100 proceeds to S107 and sets the target temperature for the temperature increase process to TAG2 (for example, room temperature = 25°C). On the other hand, if the SOC is higher than the reference value P (YES in S105), the ECU 100 proceeds to S106 and sets the target temperature for the temperature increase process to TAG1 (for example, 40°C) that is higher than TAG2 (TAG1>TAG2).

[0052] In S108, ECU 100 controls electric heater 22 to start heating (or continue heating if already started) battery 21. When plug-in charging is then completed (NO in S101), processing proceeds to S109, and heating of battery 21 is completed. By heating battery 21 only when plug-in charging is nearing completion, in other words, when vehicle 1 is nearing the start of traveling, rather than all the time, unnecessary heating (wasteful power consumption) can be reduced.

[0053] It has been explained that in S106 and S107, when the altitude is higher than height X, the target temperature for the temperature increase process is set higher than when the altitude is equal to or lower than height X. However, the parameter to be controlled is not limited to the target temperature, and may also be the amount of heat (unit: W or Wh) of the battery 21 by the electric heater 22. The parameter to be controlled may also be the amount of temperature increase of the battery 21 from the start of heating. The battery temperature TB can also be preferably increased by controlling the amount of heat and / or the amount of temperature increase of the battery 21.

[0054] As described above, in the first embodiment, when the altitude of the vehicle 1 during plug-in charging is higher than height X, the battery temperature TB is increased by heating using the electric heater 22, compared to when the altitude is equal to or lower than height X. This promotes the diffusion of lithium ions in the all-solid-state battery, mitigating uneven reactions and reducing overvoltage. Therefore, when the altitude is higher than height X, the battery voltage VB at the end of plug-in charging can be lowered compared to when the altitude is equal to or lower than height X. As a result, even if the vehicle 1 travels downhill after the end of plug-in charging, the battery voltage VB is less likely to reach the upper limit voltage UL. Therefore, according to the first embodiment, it is possible to suppress a decrease in vehicle performance after the end of plug-in charging.

[0055] [Modification of the first embodiment] 3, an example has been described in which it is determined whether the plug-in charging is nearing completion based on the SOC of the battery 21 (see S105). However, this determination may also be made based on the remaining time of the plug-in charging.

[0056] 4 is a flowchart showing the procedure of the temperature increase process in the modified example of embodiment 1. The processes of S201 to S203 are similar to the processes of S101 to S103 in embodiment 1 (see FIG. 3), and therefore description thereof will not be repeated.

[0057] In S204, ECU 100 estimates the remaining time until plug-in charging is completed (remaining charging time). The remaining charging time can be estimated by a known method from the current SOC, the SOC at which plug-in charging will be completed, and the charge amount per unit time. In the case of timer-based charging, the remaining charging time may be the time difference between the current time and a preset completion time.

[0058] In S205, ECU 100 determines whether the remaining charging time estimated in S104 is shorter than a reference time Q. Reference time Q is a time (for example, 5 to 10 minutes) that indicates that the plug-in charging is nearing completion.

[0059] If the remaining charging time is equal to or greater than reference time Q (NO in S205), ECU 100 proceeds to S207. On the other hand, if the remaining charging time is shorter than reference time Q (YES in S205), ECU 100 proceeds to S206. The processes of S206 to S209 are similar to the processes of S106 to S109 in the first embodiment, and therefore will not be described repeatedly.

[0060] As with the first embodiment, the modification of the first embodiment can also suppress the deterioration of vehicle performance after plug-in charging is completed.

[0061] [Embodiment 2] In the first embodiment, it has been described that the way in which the battery 21 is heated is changed depending on the altitude of the vehicle 1. In the second embodiment, an example will be described in which the way in which the battery 21 is heated is changed depending on not only the altitude of the vehicle 1 but also the altitude difference in the planned subsequent travel route.

[0062] 5 is a flowchart showing the procedure of the temperature increase process in embodiment 2. The processes of S301 to S303 are similar to the processes of S101 to S103 in embodiment 1 (see FIG. 3), and therefore description thereof will not be repeated.

[0063] In S304, the ECU 100 acquires a planned driving route of the vehicle 1 from the navigation system 52. The planned driving route may be one manually input by the user of the vehicle 1, or may be one estimated from the driving history of the vehicle 1 (such as a route that has been driven many times in the past).

[0064] In S305, ECU 100 calculates the elevation difference along the planned driving route of vehicle 1 based on the elevation of the plug-in charging point of vehicle 1 (the value acquired in S302) and the elevation of each point along the planned driving route of vehicle 1. For example, ECU 100 may calculate the difference between the elevation of the plug-in charging point and the lowest elevation along the planned driving route as the elevation difference.

[0065] In S306, ECU 100 determines whether the altitude difference calculated in S305 is negative (i.e., the altitude of the planned travel route is lower than the altitude of the plug-in charging point) and whether the absolute value of the altitude difference is greater than reference value Y (reference altitude difference).

[0066] If the conditions that the altitude difference is negative and the absolute value of the altitude difference is greater than reference value Y are not met (NO in S306), ECU 100 proceeds to S310. On the other hand, if the above condition is met (YES in S306), ECU 100 proceeds to S307. The processes of S307 to S312 are similar to the processes of S104 to S109 in the first embodiment, and therefore will not be described repeatedly. Note that in the second embodiment as well, as in the modified example of the first embodiment, it may be determined based on the remaining charging time whether the plug-in charging is nearing completion.

[0067] As with the first embodiment, the second embodiment also makes it possible to suppress the degradation of vehicle performance after the end of plug-in charging. In addition, in the second embodiment, the method of heating the battery 21 is changed taking into account the difference in altitude along the planned driving route of the vehicle 1. By taking the difference in altitude into account, the accuracy of estimating whether the vehicle 1 will travel downhill after the end of plug-in charging is improved. This makes it possible to heat the battery 21 only when it is estimated with high accuracy that the vehicle 1 will travel downhill after the end of plug-in charging. Note that even if the vehicle 1 does not travel downhill, the effect of suppressing the degradation of vehicle performance due to an increase in battery temperature TB can be obtained.

[0068] 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]

[0069] 1 Vehicle, 10 Charging unit, 11 Inlet, 12 Converter, 13 Charging relay, 20 Battery pack, 21 Battery (solid-state battery), 22 Electric heater, 23 Battery sensor, 30 Drive unit, 31 PCU, 32 Motor generator, 40 Drive wheel, 51 Altitude sensor, 52 Navigation system, 100 ECU, 101 Processor, 102 Memory, 103 Storage.

Claims

1. A vehicle, a battery including an all-solid-state battery configured to be externally charged by power supplied from outside the vehicle; a heater for heating the battery; a control device configured to control the heater and suppress charging of the battery as the voltage of the battery increases; the control device controls the heater when a predetermined condition related to the external charging is satisfied so that the temperature of the battery during the external charging is higher than when the predetermined condition is not satisfied; The predetermined condition includes a condition that the altitude of the vehicle during execution of the external charging is higher than a predetermined height.

2. The control device controlling the heater so that the temperature of the battery approaches a target temperature; The vehicle according to claim 1 , wherein when the predetermined condition is met, the target temperature is set higher than when the predetermined condition is not met.

3. The vehicle according to claim 1 , wherein the control device increases the amount of heating of the battery by the heater when the predetermined condition is met compared to when the predetermined condition is not met.

4. 2. The vehicle according to claim 1, wherein the control device increases the amount of temperature rise of the battery from when the heater starts heating the battery when the predetermined condition is met compared to when the predetermined condition is not met.

5. 5. The vehicle according to claim 1, wherein the predetermined condition further includes a condition that an SOC of the battery during execution of the external charging is higher than a reference value.

6. 5. The vehicle according to claim 1, wherein the predetermined condition further includes a condition that a remaining charging time until the end of the external charging is shorter than a reference time.

7. 5. The vehicle according to claim 1, wherein the predetermined condition further includes a condition that the vehicle is estimated to travel downhill exceeding a reference altitude difference after the external charging is completed.

8. A method for controlling a vehicle equipped with a battery including an all-solid-state battery, performing external charging to charge the battery with power supplied from outside the vehicle; heating the battery with a heater; the heating step includes a step of increasing a temperature of the battery during execution of the external charging when a predetermined condition related to the external charging is satisfied, compared to a case where the predetermined condition is not satisfied; The vehicle control method, wherein the predetermined condition includes a condition that the altitude of the vehicle during execution of the external charging is higher than a predetermined height.

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