Battery temperature control method and battery temperature control device for electric vehicle

Abstract

A battery temperature control method for an electric vehicle is provided, wherein: it is determined whether charging of a battery at a charging spot is planned; when it is determined that charging of the battery is planned, a target temperature of the battery at a time of arrival at the charging spot is calculated and the temperature of the battery at the time of arrival at the charging spot is predicted; temperature adjustment of the battery is started before arrival at the charging spot so that the temperature of the battery becomes the target temperature; and the temperature adjustment of the battery is continued until charging of the battery at the charging spot is completed.

Description

Battery Temperature Control Method and Battery Temperature Control Device for Electric Vehicles

[0008] , ,

[0007] , ,

[0001] The present invention relates to a battery temperature control method and a battery temperature control device for electric vehicles.

[0002] There is known a device that pre-adjusts the temperature of a battery so that the battery reaches a temperature suitable for charging when arriving at a charging spot (see, for example, Patent Document 1).

[0003] International Publication No. 2011 / 093137

[0004] In the vehicle battery temperature control device described in Patent Document 1, since the temperature adjustment of the battery ends when arriving at the charging spot, when charging is started after a lapse of time after arrival, the temperature of the battery deviates from the temperature suitable for charging.

[0005] An object of the present invention is to provide a battery temperature control method and a battery temperature control device for an electric vehicle that can make the temperature of the battery a temperature suitable for charging even when charging is started after a lapse of time after arriving at the charging spot.

[0006] One aspect of the present invention is that when it is determined that charging of the battery of an electric vehicle is planned, the temperature adjustment of the battery is started before arriving at the charging spot so that the temperature of the battery becomes the target temperature, and the temperature adjustment of the battery is continued until the charging of the battery at the charging spot ends.

[0007] It is a schematic configuration diagram of a vehicle according to an embodiment. It is a block diagram of a navigation device and a battery temperature control device. It is a flowchart of a battery temperature control method according to an embodiment. It is a diagram showing the relationship between the output of a rapid charger and the battery SOC during charging and the battery target temperature. It is a time chart of battery temperature control. It is a time chart of battery temperature control. It is a flowchart of a battery temperature control method according to a modified example.

[0008] Hereinafter, embodiments of the present invention will be described with reference to the drawings.\n\nIn the following, a place where the battery can be charged by an external charger installed in a home, a store, a service area on a highway, etc. is referred to as a \"charging spot\".

[0009] Figure 1 shows a schematic configuration of an electric vehicle (hereinafter referred to as "vehicle") 1. Vehicle 1 is an electric vehicle that generates its driving force and braking force (hereinafter also referred to as braking force) by an electric drive source, and in this embodiment it is an electric vehicle. Vehicle 1 includes a battery 2, a charger connection circuit 3, a braking force generating device 4, a navigation device 5, and a battery temperature control device 6.

[0010] Battery 2 is a rechargeable battery that can be charged with power supplied from external chargers 33 and 34, and is composed of, for example, a lithium-ion battery or a nickel-metal hydride battery.

[0011] The charger connection circuit 3 includes charging ports 31A and 31B and an on-board charger 32. An external charger 33 from a charging spot is connected to charging port 31A, and an external charger 34 from a charging spot is connected to charging port 31B. The on-board charger 32 converts the power supplied from the external charger 33 connected to charging port 31A into charging power for the battery 2 and supplies it to the battery 2. The external charger 33 is a standard charger with low output power. The external charger 34 is a fast charger with higher output power than the standard charger.

[0012] The braking force generating device 4 generates the driving force and braking force of the vehicle 1. The braking force generating device 4 comprises an inverter 41, an electric motor 42, a reduction gear 43, and wheels 44. The inverter 41 converts the DC current input from the battery 2 into AC current and outputs it to the electric motor 42. The inverter 41 also converts the AC current input from the electric motor 42 into DC current and inputs it to the battery 2. The electric motor 42 is driven according to the input from the inverter 41 and generates the driving force and regenerative braking force of the vehicle 1. The reduction gear 43 comprises a transmission 43A and a differential gear 43B, and reduces the output of the electric motor 42 and transmits it to the wheels 44.

[0013] The navigation device 5 is implemented by a computer equipped with a storage device 51 such as ROM (Read Only Memory) and RAM (Random Access Memory), an arithmetic unit 52 such as a CPU (Central Processing Unit) and a GPU (Central Graphics Processing Unit), and an input / output unit such as an input / output interface. The navigation device 5 receives location information of the vehicle 1 from a position sensor 5A such as a GNSS (Global Navigation Satellite System) sensor, and can communicate with a server 5C via a network 5B. The navigation device 5 acquires map information within a predetermined distance around the vehicle 1, statistical information associated with the map information, charging spot information, and driving environment information from the server 5C, and displays this information on an in-vehicle display or outputs it as sound from a speaker. The map information has road information associated with each point, and the road information is defined by nodes, links connecting the nodes, and identification numbers for the nodes and links. Road information is stored for each link identification, associating it with information about intersections such as intersection location, direction of entry, and type, as well as information about roads such as expressways and toll roads, road width, road shape, speed limit, elevation, average gradient, and other road-related information. Statistical information is stored for each link identification, associating it with the statistical average speed of vehicles traveling on the road section identified by that identification number. Charging spot information is stored for each link identification, associating it with information about the location of charging spots, the output of chargers installed at those spots, the type of chargers, and other charger-related information (hereinafter referred to as charger information). Driving environment information includes weather information and traffic information. Weather information includes, for example, outside temperature, solar radiation, and wind speed. Traffic information includes, for example, traffic volume, congestion information, and construction information for the road section identified by the link identification, as well as tolls for expressways and toll roads.

[0014] When a destination is set by the occupant or charging of the battery 2 at a charging spot is planned, the navigation device 5 searches for a route from the current location to the destination or charging spot, calculates the time required to arrive at the destination or charging spot, and displays the searched route and time required on the display or provides voice guidance through the speaker. The navigation device 5 outputs the time required to arrive at the charging spot, the statistically average speed to the charging spot, the charger information of the charging spot, and the State of Charge (SOC), which is the charge level of the battery 2 upon arrival at the charging spot, to the battery temperature control device 6.

[0015] Figure 2 is a block diagram of the navigation device 5 and the battery temperature control device 6. As shown in Figure 2, the navigation device 5 includes a storage device 51 and an arithmetic unit 52.

[0016] The storage device 51 stores computer programs for operating the navigation device 5, various maps used for route searching, and various parameter values. Parameter values ​​stored in the storage device 51 include, for example, battery specifications such as battery capacity and various threshold values.

[0017] The arithmetic unit 52 is a processor and includes an arrival SOC prediction unit 53 and an arrival time calculation unit 54.

[0018] The arrival SOC prediction unit 53 predicts the SOC of battery 2 at the time of arrival at the charging spot (hereinafter referred to as arrival SOC) based on the current SOC of battery 2 and the amount of SOC consumed up to the time of arrival at the charging spot. The current SOC may be calculated by the battery temperature control device 6 and obtained by the arrival SOC prediction unit 53 from the battery temperature control device 6, or the arrival SOC prediction unit 53 may obtain the temperature, voltage, and current of battery 2 from the battery temperature control device 6 and sensors 6A, 6B, and 6C, and calculate based on these values.

[0019] The arrival SOC prediction unit 53 predicts the arrival SOC using, for example, the following equation (1). The power consumption during driving is calculated based on the power consumption per unit time due to driving until arrival at the charging spot and the time required until arrival at the charging spot, and the power consumption for temperature adjustment of the battery 2 is estimated based on the power consumption per unit time and temperature adjustment time by the battery temperature control device 6 until arrival at the charging spot.

[0020] SOC upon arrival = Current SOC - SOC consumption until arrival at charging station = Current SOC - (Power consumption during driving + Power consumption for battery temperature adjustment) ÷ Battery capacity ... (1)

[0021] The arrival time calculation unit 54 calculates the time required to arrive at the charging spot based on the distance to the charging spot and the statistically average speed.

[0022] The battery temperature control device 6 includes a battery temperature sensor 6A, a battery voltage sensor 6B, a battery current sensor 6C, an ignition switch 6D, a temperature control device 7, and a controller 8.

[0023] Ignition switch 6D is the starting switch for vehicle 1. Ignition switch 6D is sometimes also called the power switch.

[0024] As shown in Figure 1, the temperature control device 7 includes an HVAC (Heating-Ventilation-Air Conditioning) 71 and a battery temperature control circuit 72.

[0025] HVAC71 is an air conditioning control system for the interior of vehicle 1, which adjusts the temperature inside the vehicle to reach the air conditioning set temperature operated by the occupants. HVAC71 includes a compressor 71A, a condenser 71B for heating the air inside the vehicle, an evaporator 71C for cooling the air inside the vehicle, a chiller 71D that performs heat exchange with the battery temperature control circuit 72, and a heat pump including expansion valves 71E and 71F.

[0026] The battery temperature control circuit 72 is a circuit that circulates a heat exchange medium to regulate the temperature of the battery 2. The battery temperature control circuit 72 comprises a chiller 71D, a PTC (Positive Temperature Coefficient) heater 72A as a heater, and a pump 72B. The battery temperature control circuit 72 exchanges heat with the heat pump of the HVAC 71 via the chiller 71D, and heats or cools the battery 2 by absorbing or releasing heat from the heat pump.

[0027] The controller 8 controls the temperature of the battery 2 via the temperature control device 7. The controller 8 also controls the braking force generated by the electric motor 42 via the inverter 41. The controller 8 is electrically or communicatively connected to the navigation device 5, battery temperature sensor 6A, battery voltage sensor 6B, battery current sensor 6C, inverter 41, compressor 71A, expansion valves 71E and 71F, PTC heater 72A, and pump 72B.

[0028] The controller 8 is implemented by a computer that includes a storage device 81 such as ROM (Read Only Memory) and RAM (Random Access Memory), an arithmetic unit 82 such as a CPU (Central Processing Unit) and a GPU (Central Graphics Processing Unit), and an input / output unit such as an input / output interface.

[0029] The storage device 81 stores computer programs for operating the controller 8, various maps used for control, and various parameter values. Examples of maps stored in the storage device 81 include a map showing the relationship between the rapid charger output, the battery SOC during charging, and the optimal charging temperature of the battery 2. Parameter values ​​stored in the storage device 81 include battery specifications such as the thermal capacity of the battery 2, and various threshold values.

[0030] The computing device 82 is a processor and includes a charge plan determination unit 83, a battery target temperature calculation unit 84 upon arrival, a battery temperature prediction unit 85 upon arrival, a required temperature adjustment time calculation unit 86, a temperature adjustment necessity determination unit 87, and a temperature control unit 88.

[0031] The charging plan determination unit 83 determines, based on the output signal from the navigation device 5, whether or not it is planned to rapidly charge the battery 2 at the charging spot.

[0032] The battery target temperature calculation unit 84 calculates the target battery temperature upon arrival at the charging spot (hereinafter referred to as the target battery temperature upon arrival) based on the charger output of the charging spot where rapid charging is planned and the state of charge (SOC) upon arrival.

[0033] The arrival battery temperature prediction unit 85 predicts the battery temperature upon arrival at the charging spot (hereinafter referred to as the arrival battery temperature) based on the current battery temperature and the amount of change in battery temperature until arrival at the charging spot.

[0034] The required temperature control time calculation unit 86 calculates the time required to adjust the temperature of the battery 2 until arrival at the charging spot (hereinafter referred to as the required temperature control time) based on the target battery temperature upon arrival, the battery temperature upon arrival, the output of the temperature control device 7, and the specifications of the battery 2.

[0035] The temperature adjustment necessity determination unit 87 determines whether or not temperature adjustment of the battery 2 is necessary based on the required temperature adjustment time, the time required to arrive at the charging spot, the charging status at the charging spot, and the distance traveled by the vehicle 1 after arriving at the charging spot.

[0036] When the temperature adjustment necessity determination unit 87 determines that temperature adjustment of the battery 2 is necessary, the temperature control unit 88 controls the temperature of the battery 2 by performing temperature adjustment of the battery 2 using the temperature control device 7, based on the target battery temperature and the current battery temperature.

[0037] Figure 3 is a flowchart of the battery temperature control method executed by the controller 8. The control routine shown in the flowchart is pre-programmed and installed in the controller 8. The controller 8 repeatedly executes the following control routine according to the program, for example, in calculation cycles of about 10 to 1000 milliseconds. For the sake of simplicity, the flowchart will be described for the case where the temperature of the battery 2 is adjusted by heating, but the temperature of the battery 2 can also be adjusted by cooling, or by both heating and cooling.

[0038] In step S1 of Figure 3, the charging plan determination unit 83 of the controller 8 determines, based on the output signal from the navigation device 5, whether or not rapid charging of the battery 2 is planned at the charging spot. If it is not determined in step S1 that rapid charging is planned, the process proceeds to step S13, where temperature adjustment of the battery 2 is not performed. If it is determined that rapid charging is planned, the process proceeds to step S2.

[0039] In step S2, the controller 8 acquires the outputs of the navigation device 5, sensors 6A, 6B, 6C, and ignition switch 6D, namely the time required to arrive at the charging spot and the statistical average speed, the output of the charger at the charging spot, the SOC upon arrival, the temperature, voltage, and current of the battery 2, and the switching status of the ignition switch 6D.

[0040] In step S3, the arrival battery target temperature calculation unit 84 calculates the arrival battery target temperature based on the charger output of the charging spot and the arrival SOC. In this embodiment, the arrival battery target temperature calculation unit 84 calculates the arrival battery target temperature using the map shown in Figure 4. The map shown in Figure 4 has a target temperature set for each rapid charger output and charging battery SOC, which is the optimal charging temperature for battery 2. Therefore, the arrival battery target temperature calculation unit 84 can use the charging battery SOC in the map shown in Figure 4 as the arrival SOC and calculate the arrival battery target temperature from the charger output and the arrival SOC. Note that in Figure 4, the higher the rapid charger output and the lower the SOC, the higher the battery target temperature.

[0041] In step S4 of Figure 3, the arrival battery temperature prediction unit 85 predicts the arrival battery temperature based on the current battery temperature and the amount of change in battery temperature until arrival at the charging spot. The arrival battery temperature prediction unit 85 predicts the arrival battery temperature using, for example, the following equation (2).

[0042] Battery temperature upon arrival = Current battery temperature + Change in battery temperature until arrival at charging station = Current battery temperature + (Battery heat generated during driving - Heat dissipation to the outside) + Battery heat generated due to battery temperature adjustment ... (2)

[0043] In step S5, the required temperature control time calculation unit 86 calculates the required temperature control time based on the target battery temperature upon arrival, the battery temperature upon arrival, the output of the temperature control device 7, and the specifications of the battery 2. The required temperature control time calculation unit 86 calculates the required temperature control time using, for example, the following equation (3). The warm-up efficiency in equation (3) below is determined according to the statistical average speed to the charging spot and the ambient temperature, and is determined, for example, using a map showing the relationship between the statistical average speed, ambient temperature and the warm-up efficiency. The temperature control device output is the amount of heat output by the battery temperature control circuit 72, and for example, a fixed value is used.

[0044] Required temperature adjustment time = Battery heat capacity × Required temperature change amount ÷ (Output of temperature control device × Warm-up efficiency) = Battery heat capacity × |Battery target temperature at arrival - Battery temperature at arrival| ÷ (Output of temperature control circuit × Warm-up efficiency) … (3)

[0045] In step S6, the temperature adjustment necessity determination unit 87 determines whether the required temperature adjustment time is longer than or equal to the required time until the charging spot. If it is not determined in step S6 that the required temperature adjustment time is longer than or equal to the required time until the charging spot, the determination in step S6 is performed again. If it is determined that the required temperature adjustment time is longer than or equal to the required time until the charging spot, the temperature adjustment of the battery 2 is started in step S7.

[0046] When performing the temperature adjustment of the battery 2, in step S8, the temperature control unit 88 determines whether the current battery temperature is less than the battery target temperature at arrival. When the temperature control unit 88 determines that the current battery temperature is less than the battery target temperature at arrival, the PTC heater 72A of the temperature control device 7 is driven in step S9 to heat the battery 2.

[0047] In step S10, the temperature adjustment necessity determination unit 87 determines whether the SOC of the battery 2 has become less than or equal to the threshold value before arriving at the charging spot. When the temperature adjustment necessity determination unit 87 determines that the SOC is less than or equal to the threshold value, the temperature adjustment of the battery 2 is terminated in step S13. Otherwise, the process proceeds to step S11.

[0048] In step S11, the temperature adjustment necessity determination unit 87 determines whether the rapid charging has ended or whether normal charging instead of rapid charging has been performed. When the temperature adjustment necessity determination unit 87 determines that the rapid charging has ended or that normal charging has been performed, the temperature adjustment of the battery 2 is terminated in step S13. Otherwise, the process proceeds to step S12.

[0049] In step S12, the temperature adjustment necessity determination unit 87 determines whether the distance traveled by the vehicle 1 after arriving at the charging spot is equal to or greater than a threshold. If the temperature adjustment necessity determination unit 87 determines that the distance traveled after arriving at the charging spot is equal to or greater than the threshold, it terminates the temperature adjustment of the battery 2 in step S13; otherwise, it returns to step S8.

[0050] Figure 5 is a time chart for battery temperature control. Note that in Figure 5, the values ​​when battery temperature control is not implemented are shown with a dashed line for comparison with the case where battery temperature control is implemented.

[0051] In Figure 5, when a destination is set at time T1 and charging at a rapid charging station along the route to the destination is planned, the navigation device 5 calculates the time required to arrive at the charging station and the State of Charge (SOC) upon arrival. The controller 8 also enters battery temperature control mode and calculates the target battery temperature upon arrival and the required temperature adjustment time until arrival at the charging station. Subsequently, as the vehicle 1 travels, the time required to arrive at the charging station decreases, and at time T2, when the required temperature adjustment time exceeds the time required to arrive at the charging station, the temperature control unit 88 of the controller 8 starts adjusting the temperature of the battery 2 and drives the PTC heater 72A to heat the battery 2. As a result, around time T3, when the vehicle 1 arrives at the rapid charging station, the battery temperature reaches the target battery temperature upon arrival, so the temperature control unit 88 temporarily stops heating the battery 2 and puts it into a charging waiting state.

[0052] Here, even upon arriving at a charging spot, charging may be delayed due to the lack of available chargers or the occupants of vehicle 1 taking breaks or meals, resulting in a prolonged waiting period before charging begins. In this case, the temperature of battery 2 decreases over time, causing it to deviate from the optimal temperature for charging when charging begins. Therefore, as shown in Figure 5, temperature control of battery 2 is continued until charging of battery 2 at the charging spot is complete, and when the battery temperature falls below the target temperature, battery 2 is heated again. As a result, when rapid charging begins at time T4, the temperature of battery 2 is at an optimal temperature for charging, and the chargeable power of the battery at the start of charging and during charging is greater than the value shown by the dashed line in Figure 5 when battery temperature control is not implemented, and the State of Charge (SOC) at time T5 when charging is completed is greater than the value shown by the dashed line. In this way, temperature control by adjusting the temperature of battery 2 allows for efficient charging of battery 2 and reduces the burden on battery 2.

[0053] Furthermore, as shown in Figure 6, when waiting for charging, the ignition switch 6D of the vehicle 1 may be turned off temporarily and then turned on again before charging begins. In this case, since the vehicle has already arrived at the charging spot, the charging spot information held by the navigation device 5 for this charging spot is erased when the ignition switch 6D is turned off, and the controller 8 is unable to recognize the charger output of the charging spot. For this reason, as shown in Figure 6, when the ignition switch 6D is turned off, the controller 8 stores in the storage device 81 that temperature adjustment of the battery 2 has started and charger information including the charger output of the charging spot. When the ignition switch 6D is turned on again, the controller 8 reads the charger information stored in the storage device 81 and continues temperature adjustment of the battery 2.

[0054] According to the embodiment described above, the temperature adjustment of the battery 2 is continued until charging of the battery 2 at the charging spot is complete. Therefore, even if charging is started some time after arriving at the charging spot, the temperature of the battery 2 at the start of charging can be set to a temperature suitable for charging.

[0055] According to this embodiment, if the distance traveled by vehicle 1 after arriving at the charging spot exceeds a threshold, the temperature adjustment of battery 2 is terminated. This prevents the temperature adjustment of battery 2 from continuing if the vehicle leaves the charging spot without charging battery 2.

[0056] According to this embodiment, if the State of Charge (SOC) of battery 2 falls below a threshold before arriving at the charging station, the temperature adjustment of battery 2 is terminated, thereby preventing the SOC from dropping too low due to the temperature adjustment of battery 2 before arriving at the charging station.

[0057] According to this embodiment, when the ignition switch 6D of the vehicle 1 is turned off after arriving at the charging spot but before charging of the battery 2 begins, the charger information of the charging spot is stored in the storage device 81. When the ignition switch 6D is turned on again, the charger information stored in the storage device 81 is read out, and the temperature adjustment of the battery 2 is continued. This prevents the controller 8 from losing the ability to recognize the charger output of the charging spot when the ignition switch 6D is turned on again after being turned off, and allows the temperature adjustment of the battery 2 to continue.

[0058] As described above, the best configurations, methods, etc., for carrying out the present invention are disclosed in the above description, but the present invention is not limited thereto. That is, although the present invention is mainly illustrated and described in relation to specific embodiments, those skilled in the art can make various modifications to the embodiments described above in terms of shape, material, quantity, and other detailed configurations without departing from the scope of the technical idea and objectives of the present invention. Furthermore, the descriptions of shapes, materials, etc. disclosed above are illustrative to facilitate understanding of the present invention and do not limit the present invention, so descriptions of components with some or all of those limitations removed are included in the present invention.

[0059] The braking and driving force generating device 4 may include an engine that drives a generator to supply power to an electric motor 42, thereby driving the wheels 44 with the electric motor 42, or the wheels 44 may be driven by both the electric motor 42 and the engine. In other words, the vehicle 1 may be a so-called series hybrid vehicle or a parallel hybrid vehicle.

[0060] The navigation system 5 does not have to be an in-vehicle device; for example, it may consist of a server 5C or a mobile terminal such as a smartphone or tablet used by an occupant. In this case, the server 5C or mobile terminal may output to the battery temperature control device 6 the time required to arrive at the charging spot, the statistical average speed to the charging spot, charger information at the charging spot, and the State of Charge (SOC) upon arrival.

[0061] The battery temperature control circuit 72 may heat the battery 2 using a heat exchange medium heated by the PTC heater 72A, or it may directly heat the battery 2 with the PTC heater 72A, or it may heat the battery 2 by blowing air heated by the PTC heater 72A onto the battery 2. The battery temperature control circuit 72 may also be equipped with heaters other than the PTC heater 72A.

[0062] The controller 8 may regulate the temperature of the battery 2 by cooling, or by heating and cooling. When regulating the temperature of the battery 2 by cooling, the controller 8 may cool the battery 2 in the same manner as the flowchart shown in Figure 3. That is, as shown in the flowchart in Figure 7, in step S8A, the temperature control unit 88 determines whether the current battery temperature is equal to or greater than the target battery temperature upon arrival. If the temperature control unit 88 determines that the current battery temperature is equal to or greater than the target battery temperature upon arrival, in step S9A, it drives the compressor 71A, expansion valves 71E, 71F, and pump 72B of the temperature control device 7 to cool the battery 2. Note that steps S1 to S7 and S10 to S13 in Figure 7 are the same processes as steps S1 to S7 and S10 to S13 in Figure 3.

[0063] The controller 8 may include an arrival SOC prediction unit having the same function as the arrival SOC prediction unit 53, and may predict the arrival SOC using the arrival SOC prediction unit.

[0064] The temperature control unit 88 of the controller 8 may control the temperature of the battery 2 by supplying a d-axis current to the electric motor 42 and transferring the heat generated by the d-axis discharge from the battery temperature control circuit 72 to the battery 2.

[0065] 1...Electric vehicle, 2...Battery, 5...Navigation system, 6...Battery temperature control device, 6D...Ignition switch, 7...Temperature control device, 8...Controller, 81...Memory device

Claims

1. A battery temperature control method for an electric vehicle, comprising: determining whether or not it is planned to charge the battery at a charging spot; if it is determined that it is planned to charge the battery, calculating a target temperature of the battery upon arrival at the charging spot, predicting the battery temperature upon arrival at the charging spot, starting temperature adjustment of the battery before arrival at the charging spot so that the battery temperature reaches the target temperature, and continuing temperature adjustment of the battery until charging of the battery at the charging spot is completed.

2. A battery temperature control method according to claim 1, wherein the battery temperature adjustment is terminated when the distance traveled by the electric vehicle after arriving at the charging spot is equal to or greater than a threshold.

3. A battery temperature control method according to claim 1, wherein the temperature adjustment of the battery is terminated if the SOC of the battery falls below a threshold before arriving at the charging spot.

4. A battery temperature control method according to any one of claims 1 to 3, wherein when the ignition switch of the electric vehicle is turned off after arrival at the charging spot but before charging of the battery is started, the charger information of the charging spot is stored in a storage device, and when the ignition switch is turned on again, the charger information stored in the storage device is read out and the temperature control of the battery is continued.

5. A battery temperature control device for an electric vehicle, comprising a controller for controlling the temperature of the battery, wherein the controller determines whether or not it is planned to charge the battery at a charging spot, and if it is determined that it is planned to charge the battery, calculates a target temperature of the battery upon arrival at the charging spot, predicts the temperature of the battery upon arrival at the charging spot, starts adjusting the temperature of the battery before arrival at the charging spot so that the temperature of the battery reaches the target temperature, and continues adjusting the temperature of the battery until charging of the battery at the charging spot is completed.

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