Electrified vehicle and method for controlling temperature of storage battery

Abstract

The electric vehicle (1) of the present disclosure is an electric vehicle (1) equipped with a battery (100) configured to be charged from an external power source (2, 400, 500). The electric vehicle (1) is equipped with a temperature control device (800) configured to adjust the temperature of the battery (100) and a control device (300) configured to control the temperature control device (800). The control device (300) is configured to control the temperature control device (800) so that the temperature at the start of charging of the battery (100) becomes a target temperature set based on the maximum output of the external power source (2, 400, 500).

Description

Technology Field

[0001] The present disclosure relates to a method for controlling the temperature of an electric vehicle and a battery, and in particular to an electric vehicle equipped with a battery capable of being rechargeable from an external power source. Background Technology

[0002] Japanese Patent Publication No. 2020-39226 discloses a system for controlling the cooling of a battery of an electric vehicle. In this Japanese Patent Publication No. 2020-39226, when it is determined that there is a premonition of charging the battery, it is determined whether there is a need to cool the battery. The determination of whether there is a need to cool the battery is made based on the real-time battery temperature, the increase in battery temperature due to charging, and the allowable battery temperature. Then, if it is determined that cooling the battery is necessary, cooling the battery is performed during at least one of driving and stopping.

[0003] For batteries, there exists a desirable charging power (charging current) depending on the battery temperature. Charging the battery with a current exceeding this desirable charging power may accelerate battery degradation. If the battery is charged with a power (current) exceeding its capacity, charging efficiency deteriorates, leading to increased power consumption during charging. To suppress battery degradation, limiting the charging power when the battery temperature is high or low may result in longer charging times depending on the temperature state. Therefore, when charging the battery is anticipated, it is advisable to adjust the battery temperature to an appropriate level in advance before starting the charge.

[0004] However, battery charging equipment (Electric Vehicle Supply Equipment / Electric Vehicle Service Equipment: EVSE) is broadly classified into standard chargers (AC chargers) and fast chargers (DC chargers). The output power (rated maximum output) is 3 to 6 kW for standard chargers and 40 to 300 kW for fast chargers. During charging, the battery temperature rises due to heat generation. The degree of temperature rise during charging depends on factors such as the magnitude of the charging power (charging current). Since the charging time (e.g., the time to full charge) varies depending on the magnitude of the charging power, the duration of the battery temperature rise due to heat generation differs. For this reason, the appropriate battery temperature before the start of charging depends on the output characteristics of the EVSE.

[0005] The present disclosure aims to suppress power consumption and shorten charging time by appropriately adjusting the temperature of the battery before charging begins.

[0006] The electric vehicle of the present disclosure is an electric vehicle equipped with a battery configured to be charged from an external power source. The electric vehicle comprises a temperature control device configured to adjust the temperature of the battery and a control device configured to control the temperature control device. The control device is configured to control the temperature control device so that the temperature at the start of charging of the battery becomes a target temperature set based on the maximum output of the external power source.

[0007] According to this configuration, the temperature control device for adjusting the battery temperature adjusts the battery temperature at the start of charging so that it reaches a target temperature set based on the maximum output of the external power source. As a result, since the target temperature at the start of charging can be set by incorporating the degree of temperature rise due to heat generation, charging time, etc., it becomes possible to appropriately adjust the battery temperature before charging begins. Consequently, it is possible to suppress power consumption and shorten charging time. Furthermore, the maximum output of the external power source may be the rated maximum output of the EVSE.

[0008] The control device may include a charge prediction unit configured to predict the possibility of the battery being charged, an external power information acquisition unit configured to acquire information on an external power source, and a target temperature calculation unit configured to calculate the target temperature of the battery. The target temperature calculation unit may be configured to calculate the target temperature based on the maximum output of the external power source when it is predicted that the battery is likely to be charged.

[0009] According to this configuration, when the charging prediction unit predicts that the battery is likely to be charged, the target temperature calculation unit calculates the target temperature based on the maximum output of the external power source. Then, the temperature control device is controlled so that the temperature of the battery at the start of charging becomes the calculated target temperature. As a result, since the target temperature is set when there is a possibility of the battery being charged, it becomes possible to adjust the temperature at the start of charging of the battery at an appropriate timing.

[0010] In addition, the charging prediction unit may predict the possibility of the battery being charged based on the destination set in the navigation device, the relationship between the battery's State of Charge (SOC) and the driving path of the electric vehicle, etc. The charging prediction unit may also predict the user's charging behavior by learning the user's behavioral patterns of the electric vehicle through machine learning (e.g., deep learning).

[0011] The target temperature calculation unit may be configured to calculate a first target temperature based on the maximum output of an external power source when the temperature of the battery is higher than the set temperature, and to calculate a second target temperature based on the maximum output of an external power source when the temperature of the battery is lower than the set temperature. The control device may be configured to control a temperature adjustment device so that the temperature at the start of charging of the battery becomes the first target temperature or the second target temperature.

[0012] According to this configuration, when the battery temperature is higher than the set temperature, the battery temperature at the start of charging is adjusted to reach the first target temperature. Additionally, when the battery temperature is lower than the set temperature, the battery temperature at the start of charging is adjusted to reach the second target temperature. Therefore, it becomes possible to set the target temperature for cooling the battery (first target temperature) and the target temperature for heating the battery (second target temperature) separately. As a result, appropriate temperature control can be performed, taking into account factors such as the energy consumption of the temperature control device.

[0013] The control device may be configured to communicate with an external server. The external power information acquisition unit may be configured to acquire information on the external power from an external server.

[0014] The electric vehicle of the present disclosure is an electric vehicle equipped with a battery configured to be charged from an external power source. The electric vehicle comprises a temperature control device configured to adjust the temperature of the battery and a control device configured to control the temperature control device. The control device is configured such that when the maximum output of the external power source is high, the target temperature at the start of charging the battery is lowered compared to when the maximum output is low, and the temperature control device is controlled so that the temperature at the start of charging the battery becomes the target temperature.

[0015] According to this configuration, the control unit sets the target temperature lower when the maximum output of the external power is high compared to when the maximum output of the external power is low, and the temperature control unit adjusting the battery temperature adjusts the battery temperature so that the battery temperature at the start of charging becomes the target temperature. As a result, since the battery temperature at the start of charging can be set by incorporating the degree of temperature rise due to heat generation, charging time, etc., it becomes possible to appropriately adjust the battery temperature before charging begins. Consequently, it is possible to suppress power consumption and shorten charging time. Furthermore, the maximum output of the external power may be the rated maximum output of the EVSE.

[0016] The temperature control method for a battery disclosed in the present disclosure is a temperature control method for a battery configured to be mounted in an electric vehicle and charged from an external power source. The temperature control method comprises acquiring information on the external power source, setting a target temperature at the start of charging the battery based on the maximum output of the external power source, and controlling the temperature at the start of charging the battery so that it becomes the target temperature.

[0017] According to this method, the temperature of the battery at the start of charging is adjusted to reach a target temperature set based on the maximum output of the external power source. As a result, since the target temperature at the start of charging can be set by incorporating the degree of temperature rise due to heat generation, charging time, etc., it becomes possible to appropriately adjust the temperature of the battery prior to the start of charging. Consequently, it is possible to suppress power consumption and shorten charging time.

[0018] The method for controlling the temperature of a battery may further include predicting the possibility of the battery being charged, and when it is predicted that the battery is likely to be charged, the temperature at the start of charging of the battery may be controlled to become the target temperature.

[0019] According to this method, since the temperature of the battery is adjusted when there is a possibility of charging, it becomes possible to adjust the temperature at the start of charging of the battery at an appropriate timing.

[0020] A method for controlling the temperature of a battery may further include calculating a first target temperature as a target temperature when the temperature of the battery is higher than a set temperature, and calculating a second target temperature as a target temperature when the temperature of the battery is lower than a set temperature, and controlling the temperature of the battery such that the temperature of the battery at the start of charging becomes the calculated first target temperature or the second target temperature.

[0021] According to this method, when the battery temperature is higher than the set temperature, the battery temperature at the start of charging is adjusted to reach the first target temperature. Additionally, when the battery temperature is lower than the set temperature, the battery temperature at the start of charging is adjusted to reach the second target temperature. Therefore, the target temperature for cooling the battery (first target temperature) and the target temperature for heating the battery (second target temperature) can be set individually. As a result, it becomes possible to perform appropriate temperature control that also takes into account factors such as the energy consumed for battery temperature control.

[0022] According to the present disclosure, by appropriately adjusting the temperature of the battery before charging begins, it is possible to suppress power consumption and shorten the charging time. Brief explanation of the drawing

[0023] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention are described below with reference to the accompanying drawings, in which similar reference numerals indicate similar elements. FIG. 1 is an overall configuration diagram of an electric vehicle according to the present embodiment. FIG. 2 is a diagram showing an example of a functional block diagram configured in an Electronic Control Unit (ECU) in the present embodiment. Figure 3 is a flowchart showing an example of battery temperature control processing executed in the ECU. Figure 4a is a diagram showing an example of a map for calculating a target temperature. Figure 4b is a diagram showing an example of a map for calculating a target temperature. Specific details for implementing the invention

[0024] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In addition, identical or equivalent parts in the drawings are given the same reference numerals, and their descriptions will not be repeated.

[0025] FIG. 1 is an overall configuration diagram of an electric vehicle (1) according to the present embodiment. In the present embodiment, the electric vehicle (1) is, for example, an electric vehicle (BEV). The electric vehicle (1) is equipped with a motor generator (MG) (10) which is a rotating electric device, a power transmission gear (20), a drive wheel (30), a power control unit (PCU) (40), a system main relay (SMR) (50), a battery (100), a monitoring unit (200), and an electronic control unit (ECU) (300) which is an example of a control device.

[0026] The MG (10) is, for example, an embedded structure permanent magnet synchronous motor (IPM motor) and has the function of a motor and a generator. The output torque of the MG (10) is transmitted to the drive wheel (30) through a power transmission gear (20) configured to include a reduction gear and a differential.

[0027] When braking the electric vehicle (1), the MG (10) is driven by the drive wheel (30), and the MG (10) operates as a generator. Accordingly, the MG (10) also functions as a braking device that performs regenerative braking, converting the kinetic energy of the electric vehicle (1) into electricity. The regenerative power generated by the regenerative braking force in the MG (10) is accumulated in the battery (100).

[0028] The PCU (40) is a power conversion device that converts power bidirectionally between the MG (10) and the battery (100). The PCU (40) includes an inverter and a converter that operate based on a control signal from, for example, the ECU (300). The PCU (40) may be configured without a converter.

[0029] The SMR (50) is electrically connected to a power line connecting the battery (100) and the PCU (40). When the SMR (50) is closed (ON) (conducted state) according to a control signal from the ECU (300), power can be exchanged between the battery (100) and the PCU (40). On the other hand, when the SMR (50) is open (OFF) (blocked state) according to a control signal from the ECU (300), the electrical connection between the battery (100) and the PCU (40) is blocked.

[0030] The battery (100) stores power to drive the MG (10). The battery (100) is a rechargeable DC power source (secondary battery). The battery (100) is configured such that a plurality of single cells (cells) are stacked and these plurality of single cells are electrically connected in series, for example. The battery (100) corresponds to a storage battery. The single cells are configured, for example, as lithium-ion batteries. The single cells may be nickel-hydrogen batteries or all-solid-state batteries. Furthermore, the battery (100) corresponds to an example of a "storage battery" of the present disclosure.

[0031] The monitoring unit (200) includes a voltage detection unit, a current sensor, and a temperature detection unit. The voltage detection unit detects the voltage VB of the battery (100). The current sensor detects the current IB that is input to and output to the battery (100). The temperature detection unit detects the temperature TB of the battery (100). Each detection unit outputs the detection result to the ECU (300).

[0032] The electric vehicle (1) is equipped with a DC inlet (60) and an AC inlet (80). The electric vehicle (1) is configured to allow charging (external charging) of the battery (100) from an EVSE (charging facility) (2) including an external DC power source (400) or an external AC power source (500). The DC inlet (60) is configured to allow connection to a connector (420) provided at the tip of a charging cable (410) of the external DC power source (EVSE) (400). A charging relay (70) is electrically connected to a power line connecting the DC inlet (60) and the battery (100). The charging relay (70) switches the supply and cutoff of power between the DC inlet (60) and the battery (100) according to a control signal from the ECU (300). By closing the charging relay (70), external charging (rapid charging) of the battery (100) is performed.

[0033] The AC inlet (80) is configured to allow connection to a connector (520) provided at the tip of a charging cable (510) of an external AC power source (EVSE) (500). A vehicle-mounted charger (130) is provided on the power line between the AC inlet (80) and the battery (100), and converts alternating current power supplied from the external AC power source (500) into direct current power, and converts the battery (100) to a voltage capable of charging. A charging relay (90) is electrically connected to the power line connecting the vehicle-mounted charger (130) and the battery (100). The charging relay (90) switches the supply and cutoff of power between the vehicle-mounted charger (130) and the battery (100) according to a control signal from the ECU (300). When the charging relay (90) is closed, external charging (normal charging) of the battery (100) is performed. In addition, when charging the electric vehicle (1) (battery (100)), external charging is performed using either an external DC power source (400) or an external AC power source (500).

[0034] The ECU (300) includes a Central Processing Unit (CPU) (301), a memory (302), and a communication unit (303). The memory (302) includes, for example, Read Only Memory (ROM) and Random Access Memory (RAM). The ECU (300) controls each device so that the electric vehicle (1) becomes a desired state based on information such as signals received from the monitoring unit (200), signals from various sensors not shown (e.g., accelerator opening degree signal, vehicle speed signal, etc.), and maps and programs stored in the memory (302). The communication unit (303) includes a communication interface (I / F) for performing wireless communication with a network NW and a user terminal (3). The communication unit (303) may include at least one of a Telematics Control Unit (TCU) and a Data Communication Module (DCM) that perform wireless communication. In addition, the ECU (300) controls the cooling / heating device (800) described later.

[0035] The navigation device (600) is equipped with map data including information such as the location and output of EVSE (e.g., DC power supply (400), AC power supply (500)) and a vehicle position calculation unit that calculates the current location (vehicle position) based on Global Positioning System (GPS) information. The navigation device (600) is composed of a CPU, memory, etc., similar to the ECU (300), and is realized by executing a program stored in memory. The navigation device (600) provides route guidance to a user-set destination. It is also possible to set waypoints on the route toward the destination. Additionally, the map data may be configured to be acquired via communication through an external server (5) or a network NW.

[0036] The Human Machine Interface (HMI) device (610) includes an input device and a display device. The HMI device (610) includes a touch panel display that functions as an input device and a display device. The touch panel display is used in conjunction with the input device and display device of the navigation device (600).

[0037] The user terminal (3) is configured to be portable by the user. The user terminal is a mobile terminal that is carried and operated by the user (vehicle manager) of the electric vehicle (1). In this embodiment, a smartphone equipped with a touch panel display is adopted as the user terminal (3). Additionally, any terminal that can be carried by the user of the electric vehicle (1) may be adopted as the user terminal (3). For example, a laptop, tablet terminal, portable game console, wearable device (smart watch, smart glasses, smart glove, etc.) may also be adopted as the user terminal (3). The user terminal (3) can communicate with the communication unit (303), for example, via short-range wireless. Additionally, the user terminal (3) can communicate with an external server (5) via a network NW.

[0038] The external server (5) is configured to communicate with the electric vehicle (1) (communication unit (303)) and the user terminal (3) via a network NW. The database (DB) held by the external server (5) contains information about the EVSE (EVSE information). The EVSE information includes, for example, the EVSE identification number (ID), manufacturer (model), type of power supply (AC power / DC power), possible output range [kW], maximum output (rated maximum output) [kW], location (place), etc.

[0039] The electric vehicle (1) is equipped with a cooling / heating device (800). The cooling / heating device (800) adjusts the temperature of the battery (100) and corresponds to an example of a "temperature control device" of the present disclosure. The cooling / heating device (800) is configured to include a battery cooling unit (battery cooling system) (801) and a battery heating unit (battery heating system) (802). The cooling / heating device (800) may, for example, adopt the battery temperature control device disclosed in Japanese Patent Publication No. 2022-151635. In this case, the configuration of cooling the battery (100) using a chiller that is cooled by a refrigeration cycle device that is combined with indoor air conditioning corresponds to the battery cooling unit (801), and the configuration of heating the battery (100) using a PTC heater corresponds to the battery heating unit (802). The cooling / heating device (800) may be configured to cool / heat the battery (100). For example, the cooling / heating device (800) may be air cooling (heat exchange using a gaseous medium) or liquid cooling (heat exchange using a liquid medium). The cooling / heating device (800) may utilize the arrangement of the MG (10) or PCU (40), or utilize the heat generated by the charging and discharging of the battery (100).

[0040] In the battery (100), there is an appropriate charging power (charging current) depending on the temperature TB of the battery (100). If the battery (100) is charged with a current exceeding the appropriate charging power, there is a risk of accelerating the deterioration of the battery (100). Furthermore, if the battery (100) is charged with a current exceeding the power that the battery (100) can accept (allowable power), the charging efficiency deteriorates, and power consumption during charging deteriorates. In order to suppress the deterioration of the battery (100), if the charging power (charging current) is limited when the temperature TB is high or low, the charging time becomes longer depending on the state of the temperature TB. Therefore, when external charging of the battery (100) is anticipated, it is desirable to adjust the temperature of the battery (100) to an appropriate temperature in advance before starting the charging.

[0041] When charging the battery (100), the temperature TB rises due to heat generation. The degree of temperature rise of the battery (100) varies depending on the magnitude of the charging power (charging current). Since the charging time to full charge of the battery (100) varies depending on the magnitude of the charging power, the period during which the temperature TB rises due to heat generation varies. For this reason, the appropriate temperature TB before the start of charging of the battery (100) varies depending on the output characteristics of the EVSE.

[0042] In this embodiment, by adjusting the temperature TB of the battery (100) at the start of charging according to the magnitude of the output power [kW] of the EVSE, the power consumption during charging and the charging time are reduced.

[0043] FIG. 2 is a diagram showing an example of a functional block diagram configured in the ECU (300) in the present embodiment. The charging prediction unit (310) predicts the possibility that the battery (100) will be charged (externally charged) from information on a destination or a waypoint set in the navigation device (600). For example, if an EVSE (installation location of the EVSE) is set in the destination or a waypoint, it may be predicted that the battery (100) will be charged. When the charging prediction unit (310) predicts that the battery (100) will be charged, the EVSE information acquisition unit (320) acquires the EVSE output (rated output) PE from the EVSE information included in the map data of the navigation device (600). In addition, the EVSE output PE is the maximum power that can be continuously output from the EVSE and is the rated maximum output [kW]. The EVSE information acquisition unit (320) corresponds to an example of the “external power information acquisition unit” of the present disclosure.

[0044] The target temperature calculation unit (330) calculates the target temperature at the start of charging of the battery (100) from the temperature TB of the battery (100) detected by the monitoring unit (200) and the EVSE output PE. The temperature control unit (340) controls the cooling / heating device (800) so that the temperature TB of the battery (100) becomes the target temperature calculated by the target temperature calculation unit (330).

[0045] FIG. 3 is a flowchart illustrating an example of processing for battery temperature control executed in an ECU (300). This flowchart is processed repeatedly at predetermined intervals during the operation of the electric vehicle (1) (from the time the power switch is turned ON until it is turned OFF). First, in step 10 (hereinafter, the step is abbreviated as "S"), it is determined whether there is a possibility that the battery (100) can be charged. In this embodiment, if an EVSE (location of installation of the EVSE) is set at the destination or waypoint of the navigation device (600), it is determined that there is a possibility that the battery (100) can be charged. If an EVSE is not set at the destination or waypoint, it is determined that there is no possibility that the battery (100) can be charged, and a negative determination is made in S10, and the current routine is terminated. If an EVSE is set at the destination or waypoint, it is determined that there is a possibility that the battery (100) can be charged, and a positive determination is made in S10, and the process proceeds to S11.

[0046] In S11, the output PE of the EVSE is obtained from the information of the EVSE set at the destination or waypoint. For example, the output PE of the EVSE is included in the map data of the navigation device (600), and the output PE of the EVSE is read from the map data. The output PE may be the rated maximum output [kW] of the EVSE.

[0047] In the subsequent S12, it is determined whether the temperature TB of the battery (100) detected by the monitoring unit (200) is lower than the set temperature α. The set temperature α is a threshold for determining whether to cool or raise the temperature of the battery (100), and is set in advance according to the specifications of the battery (100) through experiments, etc. If the temperature TB is lower than the set temperature α, it is determined positively in S12 and proceeds to S13. If the temperature TB is higher than the set temperature α (if the temperature TB is greater than or equal to the set temperature α), it is determined negatively in S12 and proceeds to S14.

[0048] In S13, the target temperature of the battery (100) is calculated. FIGS. 4a and 4b are drawings showing an example of a map for calculating the target temperature. FIG. 4a is a map for raising the temperature to calculate the target temperature Ttr when the battery (100) is raised, and FIG. 4b is a map for cooling to calculate the target temperature Ttc when the battery (100) is cooled. In S13, the target temperature Ttr is calculated using the map for raising the temperature. In FIG. 4a, the horizontal axis is the output PE (rated maximum output) of the EVSE, and the vertical axis is the target temperature Ttr. In S13, the target temperature Ttr is calculated using the map for raising the temperature, with the output PE obtained in S11 as a parameter. Additionally, the target temperature Ttr corresponds to an example of the “second target temperature” of the present disclosure.

[0049] In the subsequent S15, the cooling / heating device (800) is controlled. In S15, the temperature of the battery (100) is raised by the battery heating unit (802) to the target temperature Ttr. It is preferable that the time for initiating the heating operation of the cooling / heating device (800) to make the temperature of the battery (100) reach the target temperature Ttr be before the "set time" from the start of charging the battery (100). For example, the heating time required for the temperature TB to reach the target temperature Ttr is calculated from the difference between the current temperature TB and the target temperature Ttr. Then, the time required to arrive at the EVSE set at the destination or the intermediate stop from the current location of the electric vehicle (1) is calculated, and the heating operation of the cooling / heating device (800) is initiated at the point (location) where the time required becomes the heating time. In this case, the "heating time" corresponds to the "set time." Additionally, after calculating the target temperature Ttr in S13, the heating operation of the cooling / heating device (800) may be started.

[0050] In S16, it is determined whether a predetermined time has elapsed since the heating operation began, or whether external charging of the electric vehicle (1) (charging of the battery (100)) has begun. If the predetermined time has not elapsed and external charging has not begun, the process returns to S15. When the predetermined time has elapsed or external charging has begun, a positive determination is made in S16, and the current routine is terminated. Additionally, when the routine is terminated, the operation of the cooling / heating device (800) may be stopped, or if temperature adjustment of the battery (100) is performed during charging, the temperature adjustment control during charging may continue.

[0051] In S14, a target temperature Ttc is calculated using a cooling map shown in FIG. 4b. FIG. 4b is a cooling map for calculating a target temperature Ttc when cooling a battery (100), where the horizontal axis is the output PE (rated maximum output) of the EVSE and the vertical axis is the target temperature Ttc. In S14, the target temperature Ttc is calculated using a cooling map with the output PE obtained in S11 as a parameter. Additionally, the target temperature Ttc corresponds to an example of the “first target temperature” of the present disclosure.

[0052] In the subsequent S17, the cooling / heating device (800) is controlled. In S17, the battery (100) is cooled by the battery cooling unit (801) so that its temperature reaches the target temperature Ttc. It is preferable that the time at which the cooling operation of the cooling / heating device (800) is initiated so that the temperature of the battery (100) reaches the target temperature Ttc is before the "set time" from the start of charging the battery (100). For example, the cooling time required for the temperature TB to reach the target temperature Ttc is calculated from the difference between the current temperature TB and the target temperature Ttc. Then, the time required to arrive at the EVSE set at the destination or the intermediate stop from the current location of the electric vehicle (1) is calculated, and the cooling operation of the cooling / heating device (800) is initiated at the point (location) where the time required becomes the cooling time. In this case, the "cooling time" corresponds to the "set time." Additionally, after calculating the target temperature Ttc in S17, the cooling operation of the cooling / heating device (800) may be started.

[0053] In S18, it is determined whether a predetermined time has elapsed since the cooling operation began, or whether external charging of the electric vehicle (1) (charging of the battery (100)) has begun. If the predetermined time has not elapsed and external charging has not begun, the process returns to S17. When the predetermined time has elapsed or external charging has begun, a positive determination is made in S18, and the current routine is terminated. Additionally, when the routine is terminated, the operation of the cooling / heating device (800) may be stopped, or if temperature adjustment of the battery (100) is performed during charging, the process may continue with temperature adjustment control during charging. Furthermore, the "predetermined time" in S16 and S18 is set to stop the operation of the cooling / heating device (800) in case the user forgets to charge for a long time after the electric vehicle (1) arrives at the EVSE installation location.

[0054] According to the present embodiment, when the charging prediction unit (310) predicts that the battery (100) has a possibility of being charged (positive determination in S10), the target temperature calculation unit (330) calculates the target temperature based on the output PE of the EVSE (S13, S14). Then, the cooling / heating device (800) is controlled so that the temperature of the battery (100) at the start of charging becomes the calculated target temperature (S15, S17). By doing so, when there is a possibility that the battery (100) will be charged, the temperature at the start of charging of the battery (100) can be appropriately adjusted, thereby enabling the suppression of power consumption and the reduction of charging time.

[0055] According to the present embodiment, the target temperature calculation unit (330) calculates the target temperature Ttc based on the output PE of the EVSE when the temperature TB of the battery (100) is higher than the set temperature α (negative determination in S12) (S14), and calculates the target temperature Ttr based on the output PE of the EVSE when the temperature TB is lower than the set temperature α (positive determination in S12). In this way, the target temperature Ttc when cooling the battery (100) and the target temperature Ttr when raising the temperature of the battery (100) are set separately, so appropriate temperature adjustment can be performed, taking into account the energy consumption of the cooling / raising device (800).

[0056] In the above embodiment, a target temperature Ttc for cooling and a target temperature Ttr for heating were calculated. However, the target temperature calculation unit (330) may calculate a single target temperature from the output PE of the EVSE without distinguishing between cooling and heating. In this case, the target temperature may be set to be lower when the output PE of the EVSE is high compared to when the output PE is low. The target temperature may be set to be lower as the output PE is higher.

[0057] In the above embodiment, the EVSE information (output PE) was included in the map data of the navigation device (600). However, the EVSE information acquisition unit (320) may acquire the information of the output PE through a network NW from the EVSE information in the database (DB) held by the external server (5). Additionally, the EVSE information may be stored in the memory (302) of the ECU (300).

[0058] In the above embodiment, it was predicted that the battery (100) could be charged when the destination or waypoint set in the navigation device (600) was the EVSE (location where the EVSE is installed). However, the means / method for predicting the possibility of the battery (100) being charged is not limited thereto. For example, it may be predicted that the battery (100) could be charged when the user operates the "Charging Scheduled Button" displayed on the HMI device (610). The "Charging Scheduled Button" is operated at a predetermined time before charging begins, based on the user's judgment, in order to suppress power consumption during charging.

[0059] When a user operates an HMI device (610) or a user terminal (3) to make a charging reservation, it may be predicted that the battery (100) is likely to be charged. A charging reservation is made by operating an EVSE to perform charging and a scheduled time for charging to start by operating an HMI device (610) or a user terminal (3). Based on this reservation information, it is possible to predict that the battery (100) is likely to be charged, and at the same time, obtain information (output PE) of the charging start time and the EVSE.

[0060] The possibility of the battery (100) being charged may be predicted from the relationship between the driving path or current location of the electric vehicle (1) and the SOC of the battery (100). For example, it may be predicted that the battery (100) is likely to be charged when the SOC of the battery (100) becomes smaller than a predetermined value and there is an EVSE within a predetermined distance from the current location of the electric vehicle (1). Additionally, it may be predicted that the battery (100) is likely to be charged when the SOC of the battery (100) becomes smaller than a predetermined value and there is an EVSE within a predetermined distance from the driving path of the electric vehicle (1).

[0061] The possibility of the battery (100) being charged may be predicted from the user's behavioral pattern. For example, a learning model is created by performing deep learning using the driving path of the electric vehicle (1), the SOC of the battery (100), the time of start of charging, the day of the week on which charging was performed, etc., as input parameters of the input layer. Then, the possibility of the battery (100) being charged may be predicted using the created learning model.

[0062] In the above embodiment, in FIG. 3, if a negative judgment is made at S16, it returns to S15, and if a negative judgment is made at S18, it returns to S17. Depending on the usage environment or the specifications of the battery (100), if the temperature change of the battery (100) during driving is large, it may return to S12 when a negative judgment is made at S16 and when a negative judgment is made at S18. Accordingly, even if the temperature TB of the battery (100) changes significantly during driving of the electric vehicle (1), S12 is processed again, making it possible to bring the temperature of the battery (100) close to the target temperature Ttr or target temperature Ttc, which is an appropriate temperature at the start of charging.

[0063] Additionally, at S15, at the time when the heating operation of the battery heating unit (802) of the cooling / heating device (800) is started, and at S17, at the time when the cooling operation of the battery cooling unit (801) is started, the temperature TB and the set temperature α may be compared. And if the comparison result is different from the judgment result at S12, the map (Fig. 4a, Fig. 4b) for calculating the target temperature may be changed to calculate the target temperature and the temperature of the battery (100) may be adjusted. By doing so, even if the temperature TB of the battery (100) changes significantly during the operation of the electric vehicle (1), it becomes possible to bring the temperature of the battery (100) close to the target temperature Ttr or target temperature Ttc, which is an appropriate temperature at the start of charging.

[0064] In the above embodiment, the electric vehicle (1) is a BEV, but the electric vehicle applicable to the present disclosure is not limited to a BEV. For example, the present disclosure is applicable to a plug-in hybrid vehicle (PHEV) equipped with an engine and a motor generator. The present disclosure is also applicable to a fuel cell vehicle (FCEV) equipped with an externally rechargeable battery. Furthermore, the present disclosure is applicable to industrial vehicles such as forklifts.

[0065] The embodiments disclosed herein should be considered illustrative in all respects and not restrictive. The scope of the disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope equivalent to the claims.

Claims

Claim 1 An electric vehicle (1) equipped with a battery (100) configured to be charged from an external power source (2, 400, 500), and a temperature control device (800) configured to adjust the temperature of the battery (100); An electric vehicle (1) comprising a control device (300) configured to control the temperature control device (800), wherein the control device (300) calculates a first target temperature using a first map relating the maximum output of the external power source (2, 400, 500) to a target cooling temperature when the temperature of the battery (100) is higher than a set temperature, calculates a second target temperature using a second map relating the maximum output of the external power source (2, 400, 500) to a target heating temperature when the temperature of the battery (100) is lower than a set temperature, and controls the temperature control device (800) so that the temperature at the start of charging of the battery (100) becomes the first target temperature or the second target temperature. Claim 2 In claim 1, the control device (300) comprises a charging prediction unit (310) configured to predict the possibility that the battery (100) will be charged, an external power information acquisition unit (320) configured to acquire information of the external power source (2, 400, 500), and a target temperature calculation unit (330) configured to calculate the first target temperature or the second target temperature of the battery (100); the electric vehicle (1) wherein the target temperature calculation unit (330) is configured to calculate the first target temperature or the second target temperature based on the maximum output of the external power source (2, 400, 500) when it is predicted that the battery will be charged. Claim 3 delete Claim 4 In claim 1 or 2, the control device (300) is configured to communicate with an external server (5); and the external power information acquisition unit (320) is configured to acquire information of the external power (2, 400, 500) from the external server (5), electric vehicle (1). Claim 5 An electric vehicle (1) having a battery (100) configured to be charged from an external power source (2, 400, 500); a temperature control device (800) configured to adjust the temperature of the battery (100); and a control device (300) configured to control the temperature control device (800), wherein the control device (300) is configured such that when the maximum output of the external power source (2, 400, 500) is high, the target temperature at the start of charging of the battery (100) is lower compared to when the maximum output is low, and the temperature control device (800) is configured such that the temperature at the start of charging of the battery (100) becomes the target temperature. Claim 6 A temperature control method for a battery (100) mounted on an electric vehicle (1) and configured to be charged from an external power source (2, 400, 500), comprising: acquiring information of the external power source (2, 400, 500); calculating a first target temperature using a first map relating the maximum output of the external power source (2, 400, 500) to a target cooling temperature when the temperature of the battery (100) is higher than a set temperature; and calculating a second target temperature using a second map relating the maximum output of the external power source (2, 400, 500) to a target heating temperature when the temperature of the battery (100) is lower than a set temperature; and controlling the temperature at the start of charging of the battery (100) so that it becomes the first target temperature or the second target temperature. Claim 7 A temperature control method for a battery (100) according to claim 6, further comprising predicting the possibility that the battery (100) may be charged, and when it is predicted that the battery (100) may be charged, controlling the temperature at the start of charging of the battery (100) to be the first target temperature or the second target temperature. Claim 8 delete

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