vehicle

Abstract

A temperature control unit (22A) is configured so as to, when a vehicle (10) travels on a composite travel route from a first road that must be travelled below a first prescribed speed (V1) to a second road that can be travelled at the first prescribed speed (V1) or more and when a required time (ta) represents the time required for reaching the junction of the first road and the second road, control a heating unit (18) on the basis of a heating output (Pn) of the heating unit (18) calculated by using a control map (22B) in which the heating output (Pn) is defined in advance in accordance with the battery temperature (TB) and the required time (ta).

Description

Technical Field

[0001] The present invention relates to a vehicle having a motor as a drive source.

Background Art

[0002] Electric vehicles such as electric cars and hybrid cars having a motor as a drive source include a battery pack that supplies power to the motor. The battery pack is composed of a battery (battery module) composed of a plurality of battery modules and an electrical component for controlling the battery. By the way, since the output of the battery decreases as the temperature gets lower and the power performance of the vehicle deteriorates, especially in a low-temperature environment where the outside air temperature is 0°C to -25°C or lower, for example, in a cold region in winter, etc., a technique for heating the battery with a heating unit such as a heater to suppress the output decrease of the battery has been disclosed (see Patent Document 1). However, in order to operate the heating unit, power of the battery or power generated by a generator is supplied to the heating unit. Therefore, there is a concern that the electricity cost deteriorates if the heating output by the heating unit is increased without reason.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In addition, when driving on a road where high-speed driving is possible, such as a highway or an arterial road, high power performance of the vehicle is required. Therefore, when merging from a road in an urban area (general road) where a lower speed limit is defined than on a highway or an arterial road to a highway or an arterial road, it is important to sufficiently warm up the battery in advance before merging, and it is necessary to sufficiently increase the heating output of the heating unit. In this case, if the distance traveled before merging is short (the travel time is short), the heating output of the heating unit needs to be increased even further. On the other hand, when driving only on urban roads, the vehicle's power performance is not particularly required. Therefore, the battery does not need to be heated to a high degree, and the heating output of the heating unit does not need to be very high. In this case, if a certain distance is covered while driving on urban roads, the battery is expected to generate heat through its discharge process during driving, causing its temperature to rise. Therefore, there is little need to increase the heating output of the heating unit. Thus, the required heating output of the heating unit varies depending on the conditions of the route the vehicle travels, in other words, the required vehicle speed (power performance) and the duration for which the vehicle continues to travel at that speed. This invention has been made in view of these circumstances, and its purpose is to provide a vehicle that is advantageous in improving energy efficiency and ensuring vehicle power performance by appropriately controlling the heating output of the heating section in low-temperature environments. [Means for solving the problem]

[0005] To achieve the above objective, one embodiment of the present invention is a vehicle comprising a temperature sensor for detecting the battery temperature TB of a battery mounted on the vehicle, a heating unit for heating the battery, and a temperature control unit for heating the battery by the heating unit when the battery temperature is below a first temperature T1, wherein when the vehicle travels on a combined route from a first road where it must travel at a first predetermined speed V1 or less to a second road where it can travel at a first predetermined speed V1 or more, the time required to reach the junction of the first road and the second road is defined as the required time ta, and the temperature control unit controls the heating unit based on a heating output Pn calculated using a predetermined control map in correspondence with the battery temperature TB and the required time ta. Furthermore, one embodiment of the present invention includes a navigation device capable of setting a driving route that includes the composite driving route and a single driving route consisting only of the first road, wherein when the single driving route is set as the driving route, the temperature control unit controls the heating unit by setting the heating output Pn of the heating unit to a first heating output Pmid that is less than the upper limit value Pmax. Furthermore, in one embodiment of the present invention, the temperature control unit is characterized in that, after the combined travel path is set, it recalculates the heating output Pn using the control map each time a predetermined unit of time has elapsed. Furthermore, in one embodiment of the present invention, the navigation device calculates the required time ta based on the set composite driving route, and the temperature control unit, when the required time ta is equal to or greater than a first predetermined time t1, sets the heating output Pn to the first heating output Pmid until the vehicle's driving time reaches the first predetermined time t1, and thereafter calculates the heating output Pn using the control map. Furthermore, one embodiment of the present invention includes an SOC detection unit that detects the SOC of the battery, and an SOC estimation unit that estimates the value of the SOC after traveling along the set composite driving path as an estimated value SL, wherein the temperature control unit recalculates the heating output Pn using the control map when the absolute value of the SOC change amount ΔSOC, which is the difference between the estimated value SL and the SOC detected by the SOC detection unit, is expected to be greater than or equal to a predetermined threshold St. Furthermore, one embodiment of the present invention includes an internal resistance detection unit for detecting the internal resistance Ri of the battery, and a map correction unit for calculating a corrected map by correcting the control map based on the detected internal resistance Ri, wherein the temperature control unit calculates the heating output Pn using the corrected control map. Furthermore, in one embodiment of the present invention, when the combined travel path is set, if the required time ta is less than a predetermined shortest time tmin, the temperature control unit sets the heating output Pn of the heating unit to the upper limit value Pmax. [Effects of the Invention]

[0006] According to one embodiment of the present invention, when a vehicle travels on a combined route from a first road to a second road, and the time required to reach the junction of the first and second roads is defined as the required time ta, the temperature control unit controls the heating unit based on the heating output Pn calculated using a predetermined control map, corresponding to the battery temperature TB and the required time ta. Therefore, even in low-temperature environments where the battery becomes cold and there is a concern that the vehicle's power performance may decrease due to insufficient battery output, appropriately controlling the heating output Pn of the heating unit is advantageous in improving energy efficiency and in avoiding insufficient battery output, thereby ensuring the vehicle's power performance. Furthermore, if the driving route set by the navigation system is a single driving route consisting only of the first road, the temperature control unit can control the heating unit so that the heating output Pn of the heating unit is set to a first heating output Pmid that is less than the upper limit Pmax. This suppresses the heating output Pn, which is advantageous in improving energy efficiency. Furthermore, if the temperature control unit recalculates the heating output Pn using a control map after a predetermined unit time Δt has elapsed since the combined driving route was set, the heating output Pn can be controlled more precisely, which is advantageous in suppressing the heating output Pn and thus advantageous in improving energy efficiency. Furthermore, if the required time ta calculated by the navigation device is equal to or greater than the first predetermined time t1, the temperature control unit sets the heating output Pn to a first heating output Pmid that is less than the upper limit Pmax until the vehicle's driving time reaches the first predetermined time t1, and then calculates the heating output Pn using a control map after the vehicle's driving time reaches the first predetermined time t1, then, because self-heating due to battery power consumption while driving on the first road is expected, a decrease in battery output can be avoided even if the heating output Pn is suppressed to a first heating output Pmid that is less than the upper limit Pmax until the first predetermined time t1, which is more advantageous in improving energy efficiency. Furthermore, if the temperature control unit recalculates the heating output Pn using a control map when it is expected that the absolute value of the SOC change amount ΔSOC, which is the difference between the estimated value SL estimated by the SOC estimation unit C and the SOC detected by the SOC detection unit, will be greater than or equal to a predetermined threshold St, then the heating output Pn can be suppressed by the amount of self-heating of the battery when self-heating of the battery becomes significant due to the increase in current entering and leaving the battery, which is more advantageous in improving energy efficiency. Furthermore, by providing a map correction unit that corrects the control map based on the internal resistance Ri detected by the internal resistance detection unit, and by having the temperature control unit calculate the heating output Pn using the corrected control map, the heating output can be suppressed by the amount of self-heating of the battery, which is more advantageous in improving energy efficiency. Furthermore, if, when a combined driving route is set, the required time ta is less than a predetermined minimum time tmin, the temperature control unit sets the heating output Pn of the heating unit to the upper limit Pmax. For example, even when the driving time to the junction of the first and second roads is extremely short and it is necessary to heat the battery early, this is advantageous in ensuring the battery's output by appropriately heating the battery to its maximum capacity. Therefore, it is advantageous in ensuring the vehicle's power performance on the second road where it travels at high speed. [Brief explanation of the drawing]

[0007] [Figure 1] This is a block diagram showing the configuration of a vehicle according to an embodiment. [Figure 2] This is an explanatory diagram showing a control map according to an embodiment. [Figure 3] This is a flowchart of the vehicle's operation according to the embodiment. [Figure 4] This is an explanatory diagram showing the corrected control map. [Modes for carrying out the invention]

[0008] Next, embodiments of the present invention will be described with reference to the drawings. Note that the present invention is applicable to electric vehicles that use only a motor as a drive source, such as hybrid vehicles or plug-in hybrid vehicles that can be externally charged or externally powered, and in this embodiment, the case where the vehicle is a plug-in hybrid vehicle will be described.

[0009] As shown in FIG. 1, the vehicle 10 includes a navigation device 12, a battery 14, a battery temperature sensor 16, a heating unit 18, a BMU 20 (Battery Monitoring Unit), and a host ECU (Electronic Control Unit) 22.

[0010] The navigation device 12 displays map information around the host vehicle on a monitor, searches for a driving route from a starting point to a destination point set by the user, and performs guidance along the driving route. The navigation device 12 includes a GPS unit that receives a positioning signal from a positioning satellite such as a GPS (Global Positioning System) satellite to calculate the current position information of the host vehicle, and map data that stores information such as the shape of the road and surrounding facilities. Then, when the navigation device 12 sets (acquires) a driving route from a starting point to a destination point, it is configured to be able to calculate the driving speed (speed limit) of the road constituting this driving route, the driving distance from the starting point to the destination point, the driving time, etc., and supplies the calculated driving distance, driving time, or information related to the driving speed for each road to the host ECU 22 described later.

[0011] In this embodiment, the road will be defined and described as follows. 1) A road that must be traveled at less than a first predetermined speed V1, such as a road in an urban area (general road), is referred to as a first road. 2) A road that can be traveled at a speed of a first predetermined speed V1 or more, such as a highway, a trunk road without signals, or an outback overseas, is referred to as a second road.

[0012] Furthermore, in the present embodiment, the travel route that can be set by the navigation device 12 is defined as follows. 1) Composite travel route: A travel route that includes the first road that is the starting point, the confluence point of the first road and the second road, and the second road, that is, a travel route configured by combining a plurality of roads with different travel speeds. 2) Single travel route: A travel route composed only of the first road.

[0013] Also, among the composite travel routes, the time required to reach the confluence point of the first road and the second road from the starting point is defined as the required time ta, and the required time ta is calculated by the navigation device 12.

[0014] The battery 14 supplies power to a motor for vehicle drive (not shown), and in the present embodiment, external charging or external power supply is possible. The battery temperature sensor 16 detects the battery temperature TB that is the temperature of the battery 14, and supplies the battery temperature TB to the BMU 20 described later. The heating unit 18 generates heat by being supplied with power from the battery 14 or a generator (not shown), and heats the battery 14. In the present embodiment, it is composed of a heater. In the present embodiment, the output of the heating unit 18 is referred to as the heating output Pn. Also, the upper limit value of the heating output Pn is Pmax, and the lower limit value is Pmin. Note that the heating unit 18 only needs to be able to generate heat by receiving power supply and heat the battery 14. For example, various conventionally known heating elements such as a Peltier heater (Peltier element) can be used. <​​​​In this embodiment, the BMU20 is configured as an internal resistance detection unit 20A that calculates the internal resistance Ri based on the output voltage and output current and supplies it to the higher-level ECU22, and as an SOC detection unit 20B that calculates the SOC (State of Charge) of the battery 14 based on the integrated value of the output current, in other words, detects the SOC and supplies it to the higher-level ECU22. Furthermore, the BMU20 supplies the battery temperature, which is provided by the battery temperature sensor 16, to the higher-level ECU22.

[0016] The higher-level ECU22 is responsible for controlling the vehicle 10 and is configured to communicate with the BMU20. The upper-level ECU22 is composed of memory units such as a ROM for storing control programs, RAM as the operating area for the control programs, and EEPROM for rewritable storage of various data, as well as an interface unit that interfaces with peripheral circuits, etc. (all not shown in the diagram). The higher-level ECU 22 functions as a temperature control unit 22A, a control map 22B, a SOC estimation unit 22C, and a map correction unit 22D by executing a control program.

[0017] The temperature control unit 22A heats the battery 14 with the heating unit 18 when the battery temperature TB is less than or equal to the first temperature T1 (TB ≤ T1). The first temperature T1 is set to a low temperature, for example, around 0°C, at which a decrease in the output of the battery 14 causes a significant decrease in the power performance of the vehicle 10. Furthermore, the temperature control unit 22A controls the heating unit 18 based on the heating output Pn calculated using a control map 22B, which will be described later, in which the heating output Pn of the heating unit 18 is predetermined in relation to the battery temperature TB and the required time ta. Furthermore, if a single travel route is set as the travel route, in other words, if only the first road exists on the set travel route, the temperature control unit 22A controls the heating unit 18 by setting the heating output Pn of the heating unit 18 to a first heating output Pmid that is less than the upper limit value Pmax. Furthermore, after the combined travel path is set, the temperature control unit 22A recalculates the heating output Pn using the control map 22B, which will be described later, every time a predetermined unit time Δt has elapsed. Furthermore, when the required time ta is equal to or greater than the first predetermined time t1, the temperature control unit 22A sets the heating output Pn to a first heating output Pmid, which is less than the upper limit Pmax, until the vehicle 10's travel time reaches the first predetermined time t1. After the vehicle 10's travel time reaches the first predetermined time t1, the heating output Pn is calculated using the control map 22B described later. Furthermore, the temperature control unit 22A recalculates the heating output Pn using the control map 22B when the absolute value of the SOC change amount ΔSOC, which is the difference between the estimated value SL and the SOC detected by the SOC detection unit 20B, is expected to be greater than or equal to a predetermined threshold St. Furthermore, when a combined travel route is set, if the required time ta is less than the predetermined shortest time tmin, the temperature control unit 22A sets the heating output Pn of the heating unit 18 to the upper limit value Pmax. Furthermore, as will be described later, the temperature control unit 22A calculates the heating output Pn using the control map 22B after it has been corrected by the map correction unit 22D.

[0018] As shown in Figure 2, the control map 22B pre-defines the heating output Pn of the heating unit 18 in correspondence with the battery temperature TB shown on the vertical axis and the required time ta shown on the horizontal axis. In this embodiment, the battery temperature TB on the vertical axis is defined in the range of 0°C to -25°C, and the required time ta on the horizontal axis is defined in the range of 5 minutes to 30 minutes. In this embodiment, the heating output Pn is defined in 10 stages, from P1 to P10. In detail, the upper limit of the heating output Pn, Pmax, is P1, and the lower limit of the heating output Pn, Pmin, is P10. When P1 through P10 are expressed as a percentage of the upper limit Pmax, P1 is 100% of the upper limit Pmax, P10 is 0% of the upper limit Pmax, and the intermediate P2 through P9 are assigned within the range of 90% to 10% of the upper limit Pmax. Note that the range of battery temperature TB and required time ta is not limited to Figure 2, and the heating output Pn may be set to a level other than 10 or to be set to stepless.

[0019] The SOC estimation unit 22C estimates the SOC value after traveling along the set combined travel route as an estimated value SL. More specifically, it is calculated by subtracting an estimated amount of decrease in SOC that occurs when traveling along the set combined travel route at a set travel speed from the current SOC detected by the SOC detection unit 20B.

[0020] The map correction unit 22D calculates a corrected map by correcting the control map 22B based on the detected internal resistance Ri. To explain in more detail, the internal resistance Ri decreases as the state of complexity (SOC) increases, and increases as the SOC decreases. Furthermore, the internal resistance Ri increases as the State of Health (SOH) of the battery 14 decreases (as it degrades). Furthermore, the internal resistance Ri decreases as the battery temperature TB increases and decreases as the battery temperature TB decreases. Thus, the internal resistance Ri changes based on the factors mentioned above, such as SOC, SOH, and battery temperature TB. On the other hand, the higher the internal resistance Ri, the more easily the battery 14 generates heat on its own. Therefore, changing the internal resistance Ri to a higher value can suppress the heater output Pn. Compared to the uncorrected control map 22B shown in Figure 2, the corrected control map 22B in Figure 4 shows the case where the internal resistance Ri increases. Therefore, compared to the uncorrected control map 22B in Figure 2, the corrected control map 22B in Figure 4 corrects the heating output Pn in a direction that lowers the battery temperature TB. Therefore, the correction of the control map 22B by the map correction unit 22D is configured to shift the heating output Pn in the negative direction of the battery temperature TB as the internal resistance Ri increases.

[0021] Next, the basic operation of the vehicle 10 of this embodiment will be explained with reference to the flowchart in Figure 3. Note that the operation of the internal resistance detection unit 20A, SOC detection unit 20B, SOC estimation unit 22C, and map correction unit 22D is omitted in Figure 3, and the operation of each unit will be described later. Vehicle 10 shall travel starting from Road 1. First, the temperature control unit 22A determines whether the battery temperature TB is less than or equal to the first temperature T1 (TB ≤ T1) (step S10). If step S10 is negative, repeat step S10. If step S10 is affirmative, the temperature control unit 22A determines whether a travel route (complex travel route or single travel route) has been set (acquired) by the navigation device 12 (step S12). If step S12 is negative, the temperature control unit 22A heats the battery 14 with the heating unit 18, setting the heating output Pn to the upper limit value Pmax (step S14). In other words, if step S12 is denied, the possibility of merging from the first road to the second road cannot be ruled out. Therefore, by setting the heating output Pn to the upper limit Pmax and maximizing the heating of the battery 14 by the heating unit 18, avoiding a decrease in the output of the battery 14 is prioritized over suppressing electricity consumption.

[0022] Next, it is determined whether the battery temperature TB has reached or exceeded the heating completion temperature TE (TB≧TE) (step S16). Here, the heating completion temperature TE is set to a temperature sufficient to eliminate the decrease in output of the battery 14. Furthermore, as the SOH of battery 14 decreases (as the degree of battery 14 degradation increases), the self-heating of battery 14 tends to increase. Therefore, it is optional to adjust the heating end temperature TE in the positive direction as the SOH decreases, thereby making the determination in step S16 more accurate. If step S16 is negative, the process returns to step S16 and continues heating by the heating unit 18. If step S16 is positive, heating by the heating unit 18 is stopped (step S18), and the operation ends.

[0023] On the other hand, if the determination in step S12 is affirmative, it is determined whether the set travel route is a composite travel route (in other words, whether the set travel route includes a second road) (step S20). If step S20 is negative, the set driving route is a single driving route (consisting only of the first road), so the temperature control unit 22A heats the battery 14 with the heating unit 18 at a predetermined value less than the upper limit Pmax as the heating output Pn (step S22), and proceeds to step S16 to perform the same processing as above. In other words, if step S20 is denied, there is no possibility of merging from the first road to the second road, so the heating output Pn is set to a predetermined value lower than the upper limit Pmax, and the heating unit 18 heats the battery 14, thereby achieving both reduced power consumption and securing the output of the battery 14.

[0024] If step S20 is affirmative, the temperature control unit 22A calculates a heating output Pn based on the time ta required to reach the junction of the first road and the second road and the battery voltage TB, using the control map 22B shown in Figure 2. The heating unit 18 then heats the battery 14 with this heating output Pn (step S24), and the process proceeds to step S16, where the same processing as above is performed. In other words, if step S20 is affirmative, it is confirmed that the vehicle will merge from the first road to the second road. Therefore, the heating unit 18 heats the battery 14 using the heating output Pn calculated using the control map 22B, thereby achieving both reduced power consumption and securing the output of the battery 14.

[0025] According to this embodiment, when a vehicle 10 travels on a combined route from a first road where it must travel at a first predetermined speed V1 or less to a second road where it can travel at a first predetermined speed V1 or more, and the time required to reach the junction of the first and second roads is defined as the required time ta, the temperature control unit 22A controls the heating unit 18 based on the heating output Pn calculated using a predetermined control map 22B, corresponding to the battery temperature TB and the required time ta. Therefore, even in low-temperature environments, such as in cold regions during winter, where the battery 14 can become cold and there are concerns about a decrease in the vehicle's power performance due to insufficient output from the battery 14, appropriately controlling the heating output Pn of the heating unit 18 is advantageous in improving energy efficiency and in avoiding insufficient output from the battery 14, thereby ensuring the vehicle's power performance.

[0026] Furthermore, in this embodiment, when the driving route set by the navigation device 12 is a single driving route consisting only of the first road, the temperature control unit 22A controls the heating unit 18 so that the heating output Pn of the heating unit 18 is set to a first heating output Pmid that is less than the upper limit value Pmax. This suppresses the heating output Pn, which is advantageous in improving energy efficiency.

[0027] Next, we will explain the operation using the SOC detection unit 20B and the SOC estimation unit 22C, which were not explained in Figure 3. During driving on a combined driving route up to the merging point, that is, while driving on the first road, if the driver frequently uses the accelerator, causing the output from the battery 14 to increase, or if the driver frequently uses the brakes, causing the regenerative power charging the battery 14 to increase, the self-heating of the battery 14 becomes significant as the current entering and leaving the battery increases. In this case, if the temperature control unit 22A is expected to recalculate the heating output Pn using the control map 22B when the absolute value of the SOC change amount ΔSOC, which is the difference between the estimated value SL estimated by the SOC estimation unit 22C and the actual SOC detected by the SOC detection unit 20B, is expected to be greater than or equal to a predetermined threshold St, the heating output Pn can be suppressed by the amount of self-heating of the battery 14, which is more advantageous in improving energy efficiency.

[0028] Next, we will explain the operation using the internal resistance detection unit 20A and the map correction unit 22D, which were not explained in Figure 3. The map correction unit 22D may calculate a corrected map as shown in Figure 4 by correcting the control map 22B based on the internal resistance Ri detected by the internal resistance detection unit 20A, and the temperature control unit 22A may calculate the heating output Pn using the corrected control map 22B. In other words, the internal resistance Ri, which affects the self-heating of the battery 14, changes under the influence of SOC, SOH, and battery temperature TB, as described above. By correcting the control map 22B considering this change in internal resistance Ri, more specifically, by correcting the control map 22B by the map correction unit 22D in a direction that lowers the battery temperature TB as the internal resistance Ri increases, the heating output Pn can be suppressed by the amount of self-heating, which is advantageous in improving energy efficiency.

[0029] Next, I will explain some variations. The temperature control unit 22A may recalculate the heating output Pn using the control map 22B every time a predetermined unit time Δt has elapsed after the combined travel path has been set. For example, if the unit time Δt is 5 minutes, the heating output Pn can be calculated every 5 minutes. This allows for precise control of the heating output Pn in response to road conditions and the driver's acceleration and braking actions, which affect energy efficiency. This is advantageous in suppressing the heating output Pn and thus in improving energy efficiency.

[0030] Furthermore, when the required time ta calculated by the navigation device 12 is equal to or greater than the first predetermined time t1, the temperature control unit 22A may set the heating output Pn to a first heating output Pmid that is less than the upper limit Pmax until the vehicle 10's travel time reaches the first predetermined time t1, and after the vehicle 10's travel time reaches the first predetermined time t1, the heating output Pn may be calculated using the control map 22B. In this way, when the required time ta is relatively long, self-heating due to power consumption of the battery 14 while driving on the first road can be expected. Therefore, even if the heating output Pn is suppressed to a first heating output Pmid, which is less than the upper limit Pmax, until the first predetermined time t1, a decrease in the output of the battery 14 can be avoided. Thus, the heating output Pn can be suppressed, which is more advantageous in improving energy efficiency.

[0031] Furthermore, when a combined driving route is set by the navigation device 12, if the time required ta to the merging point of the first road and the second road is less than a predetermined shortest time tmin, the temperature control unit 22A may set the heating output Pn of the heating unit 18 to the upper limit value Pmax. This arrangement is advantageous in ensuring maximum heating of the battery 14 and securing its output, even when the travel time to the merging point is extremely short, such as about 3 minutes, and it is necessary to heat the battery 14 early. Therefore, it is advantageous in ensuring the power performance of the vehicle 10 on the second road where it travels at high speed.

[0032] Although various embodiments have been described above with reference to the drawings, it goes without saying that the present invention is not limited to these examples. It is clear to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these will naturally also fall within the technical scope of the present invention. Furthermore, the components of the above embodiments may be combined in any way without departing from the spirit of the invention.

[0033] This application is based on Japanese Patent Application No. 2024-5020 filed on January 17, 2024, and its contents are incorporated herein by reference. [Explanation of symbols]

[0034] 10 vehicles 12 Navigation System 14 batteries 16. Battery temperature sensor 18 Heating section 20 BMU 20A Internal resistance detection unit 20B SOC detection unit 22 Upper ECU 22A Temperature Control Unit 22B Control Map 22C SOC estimation section 22D Map Correction Unit

Claims

1. A temperature sensor that detects the battery temperature TB of the battery installed in the vehicle, A heating unit that heats the aforementioned battery, A vehicle comprising a temperature control unit that heats the battery with the heating unit when the battery temperature is below a first temperature T1, When the vehicle travels on a combined route from a first road where it must travel at a first predetermined speed V1 or less to a second road where it can travel at a first predetermined speed V1 or more, and the time required to reach the junction of the first and second roads is defined as the required time ta, The temperature control unit controls the heating unit based on the heating output Pn calculated using a predetermined control map, corresponding to the battery temperature TB and the required time ta. The navigation device is capable of setting a route that includes the aforementioned combined route and a single route consisting only of the first road, When the single travel path is set as the travel path, the temperature control unit controls the heating unit so that the heating output Pn of the heating unit is a first heating output Pmid less than the upper limit value Pmax. The navigation device calculates the required time ta based on the set combined driving route, When the required time ta is longer than the first predetermined time t1, the temperature control unit sets the heating output Pn to the first heating output Pmid until the vehicle's travel time reaches the first predetermined time t1, and thereafter calculates the heating output Pn using the control map. A vehicle characterized by the following features.

2. A temperature sensor that detects the battery temperature TB of the battery installed in the vehicle, A heating unit that heats the aforementioned battery, A vehicle comprising a temperature control unit that heats the battery with the heating unit when the battery temperature is below a first temperature T1, When the vehicle travels on a combined route from a first road where it must travel at a first predetermined speed V1 or less to a second road where it can travel at a first predetermined speed V1 or more, and the time required to reach the junction of the first and second roads is defined as the required time ta, The temperature control unit controls the heating unit based on the heating output Pn calculated using a predetermined control map, corresponding to the battery temperature TB and the required time ta. The navigation device is capable of setting a route that includes the aforementioned combined route and a single route consisting only of the first road, When the single travel path is set as the travel path, the temperature control unit controls the heating unit so that the heating output Pn of the heating unit is a first heating output Pmid less than the upper limit value Pmax. The SOC detection unit detects the SOC of the aforementioned battery, The system includes an SOC estimation unit that estimates the SOC value after traveling along the set composite travel route as an estimated value SL, The temperature control unit recalculates the heating output Pn using the control map when the absolute value of the SOC change amount ΔSOC, which is the difference between the estimated value SL and the SOC detected by the SOC detection unit, is expected to be greater than or equal to a predetermined threshold St. A vehicle characterized by the following features.

3. The temperature control unit, after the combined travel path has been set, recalculates the heating output Pn using the control map at predetermined intervals. The vehicle according to claim 1 or 2, characterized in that it is a vehicle.

4. (delete)

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6. The internal resistance detection unit detects the internal resistance Ri of the battery, The system includes a map correction unit that calculates a corrected map by correcting the control map based on the detected internal resistance Ri, The temperature control unit calculates the heating output Pn using the corrected control map. The vehicle according to claim 1 or 2, characterized in that it is a vehicle.

7. When the aforementioned combined travel route is set, if the required time ta is less than the predetermined shortest time tmin, the temperature control unit sets the heating output Pn of the heating unit to the upper limit value Pmax. The vehicle according to claim 1 or 2, characterized in that it is a vehicle according to claim 1 or 2.

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