JP2013198179A - Vehicle controller and vehicle - Google Patents

Abstract

A vehicle control device and a vehicle that suppress battery deterioration are provided.
The vehicle state of a predetermined period is recorded in the memory M together with time information, the outside air temperature information of the predetermined period is recorded in the memory M together with future time information, and charging / discharging when the vehicle is not connected to a charging power source. A first capacity corresponding to the amount of electric power is calculated, and for a plurality of battery target temperatures, a second capacity corresponding to the amount of electric power required for temperature control of the battery BT is set while the vehicle is not connected to the charging power source and is parked. When the battery target temperature is set such that the sum of the first capacity and the second capacity does not exceed 100%, the amount of deterioration of the battery BT when the vehicle is parked is calculated, and the cooling means 40 and 50 are controlled. The temperature of the battery BT is controlled to the battery target temperature that minimizes the deterioration amount, and the battery BT is controlled by controlling the charger 80 so that the sum is obtained at the battery target temperature that minimizes the deterioration amount. Vehicle control device for charging.
[Selection] Figure 1

Description

  Embodiments described herein relate generally to a vehicle control device and a vehicle.

In recent years, the development and introduction of electric vehicles, which are useful as a CO ₂ emission reduction, distributed power source, and emergency power source, have been activated. A lithium ion battery is used as a battery mounted on an electric vehicle.

  Battery deterioration is roughly divided into two types: cycle deterioration that deteriorates when the battery is repeatedly charged and discharged, and calendar deterioration that deteriorates when the battery is left unattended. Considering a general user's usage scene, the period when the automobile is not used (parking period) is not short. For this reason, when considering battery deterioration suppression, it is desirable to consider not only cycle deterioration but also calendar deterioration suppression.

JP 2010-166676 A JP 2011-182518 A

  Embodiments of the present invention have been made in view of the above circumstances, and an object thereof is to provide a vehicle control device and a vehicle that suppress battery deterioration.

  According to the embodiment, the first map of the electric energy required for the battery temperature control with respect to the battery target temperature and the outside air temperature, and the deterioration per unit time of the battery with respect to the remaining capacity of the battery and the temperature of the battery A second map of quantity, a vehicle state for a predetermined period is recorded in the memory together with time information, and outside temperature information for a predetermined period is recorded in the memory together with future time information, and the vehicle is charged The first capacity corresponding to the charge / discharge power amount when not connected to the power source is calculated, and the vehicle becomes the charging power source with reference to the future outside air temperature information and the first map for a plurality of battery target temperatures. The second capacity corresponding to the amount of power required for temperature control is calculated while parking, and the first capacity and the second capacity are calculated with reference to the second map. Calculating means for calculating the amount of deterioration of the battery while the vehicle is parked when the battery target temperature does not exceed 100%, and controlling the cooling means to minimize the amount of deterioration There is provided a vehicle control apparatus that controls the battery temperature to control the charger so that the sum is obtained when the battery target temperature is such that the amount of deterioration is minimized, while charging the battery.

FIG. 1 is a diagram schematically illustrating a configuration example of a vehicle according to an embodiment. FIG. 2 is a diagram for explaining an example of a vehicle state determined by the first vehicle control device. FIG. 3 is a flowchart for explaining an example of an operation in which the first vehicle control device determines the vehicle state. FIG. 4 is a diagram for explaining an example of a map created by the first vehicle control device and an example of a remaining battery capacity. FIG. 5 is a diagram illustrating an example of outside air temperature data acquired by the first vehicle control device. FIG. 6 is a flowchart for explaining an example of an operation in which the first vehicle control device calculates an appropriate charge amount of the battery. FIG. 7 is a diagram for explaining the amount of electric power necessary for battery temperature control with respect to the battery target temperature and the outside air temperature. FIG. 8 is a flowchart for explaining in detail an example of the operation of the first vehicle control device shown in FIG. 6. FIG. 9 is a diagram illustrating an example of the deterioration amount of the battery per unit time.

  Hereinafter, a vehicle according to an embodiment and a vehicle control method will be described with reference to the drawings.

FIG. 1 is a diagram schematically illustrating a configuration example of a vehicle according to an embodiment.
The vehicle of this embodiment includes a battery BT, a battery management unit (BMU) 10, an air conditioner 40, a fan 50, an auxiliary battery 60, a body system component 70, an in-vehicle charger 80, DCDC converter 90, in-vehicle communication device 100, power transmission device 110, inverter INV, motor M, drive wheel WL, charger connector CNT, first vehicle control device (EV-ECU) CTR1, 2 vehicle control device (HV-ECU) CTR2.

  The body system component 70 includes a headlight, room lighting, a speed meter, and the like.

  The air conditioner 40 is a cooling means for cooling the passenger compartment and the battery BT. The air conditioner 40 is supplied with power from the battery BT.

  The fan 50 is a cooling unit that cools the battery BT. The fan 50 is supplied with power from the battery BT.

  The auxiliary battery 60 supplies power to a minimum body system component 70 such as a keyless entry system when the ignition is off. Further, the auxiliary battery 60 can supply power to the fan 50, the body system component 70, the first vehicle control device CTR1, the second vehicle control device CTR2, the battery management device 10, and the inverter INV depending on the situation. is there. The auxiliary battery 60 is a lead storage battery, for example, and is a 12V DC power supply.

  The battery BT supplies power to the inverter INV. In the present embodiment, the battery BT is a lithium ion secondary battery. Battery BT includes hundreds of secondary battery cells connected in series. The battery BT detects the battery voltage, the battery temperature, and the charge / discharge current and outputs it to the battery management device 10.

  The DCDC converter 90 steps down the output voltage of the battery BT and outputs it. The output line of the DCDC converter 90 is common with the output line of the auxiliary battery 60, and according to the situation, the fan 50, the body system component 70, the first vehicle control device CTR1, the second vehicle control device CTR2, the battery management device. 10 and the inverter INV can be supplied with power. The DCDC converter 90 supplies power to the first vehicle control device CTR1, the body system component 70, and the like when the ignition is on. In addition, when the ignition is on, if the voltage of the auxiliary battery 60 is lower than the output voltage of the DCDC converter 90, power is supplied from the DCDC converter 90 to the auxiliary battery 60 to charge the auxiliary battery 60. When the ignition is off, the DCDC converter 90 stops.

  Inverter INV converts the DC power of battery BT into three-phase AC power and outputs it according to the torque command received from first vehicle control device CTR1.

  The motor M is a permanent magnet motor and operates with three-phase AC power output from the inverter INV.

  The power transmission device 110 is a device that transmits the torque of the motor M to the axle and the drive wheels WL, and includes a reduction gear, a differential gear, and the like.

  The battery management device 10 receives the battery voltage, the charge / discharge current, and the battery temperature from the battery BT, and calculates the remaining capacity (SOC: state of charge) and soundness (SOH: state of health) of the battery BT. The battery voltage, the battery temperature, etc. are monitored to protect the secondary battery cell. The battery management device 10 notifies the first vehicle control device CTR1 of states such as the remaining capacity of the battery BT, soundness, battery voltage, battery temperature, and charge / discharge current.

  The on-vehicle charger 80 detects whether or not a charging power source is connected to the charger connector CNT, and controls the charging current to the battery BT in accordance with a charging control command from the first vehicle control device CTR1.

  The in-vehicle communication device 100 communicates with the outside, receives information such as vehicle position information and temperature information, and transmits the information to the first vehicle control device CTR1.

  The second vehicle control device CTR2 controls the main circuit contactor 22 and monitors the main circuit. In the control of the main circuit contactor 22, the second vehicle control device CTR2 appropriately opens and closes the contactor 22 so that the battery does not ignite / smoke.

  The first vehicle control apparatus CTR1 includes a main CPU (central processing unit) as a computing means, a memory M, a digital interface (not shown), and an analog interface (not shown). The first vehicle control device CTR1 controls the entire vehicle by coordinating various devices mounted on the vehicle.

  The memory M is a unit of the battery BT with respect to the first map (shown in FIG. 7) of the electric energy necessary for the temperature control of the battery BT with respect to the battery target temperature and the outside temperature, the remaining capacity of the battery BT, and the temperature of the battery BT A second map of the deterioration amount per time (shown in FIG. 9) is recorded.

  As will be described later, the main CPU of the first vehicle control apparatus CTR1 records the vehicle state for a predetermined period in the memory M together with time information, and records the outside air temperature information for the predetermined period in the memory M together with future time information. The first capacity corresponding to the amount of charge / discharge power when the battery is not connected to the charging power source is calculated, and the vehicle becomes the charging power source with reference to the future outside air temperature information and the first map for a plurality of battery target temperatures. A battery that is not connected and calculates the second capacity corresponding to the amount of power required for temperature control during parking, and the sum of the first capacity and the second capacity does not exceed 100% with reference to the second map The deterioration amount of the battery BT when the vehicle is parked when the target temperature is set is calculated.

  The first vehicle control device CTR1 receives the remaining battery capacity, the degree of deterioration, the battery temperature, the battery voltage, the charge / discharge current, and the like received from the battery management device 10 and monitors the battery BT. Further, the first vehicle control apparatus CTR1 controls the temperature of the battery BT by controlling the cooling means based on the battery temperature. Further, the first vehicle control device CTR1 performs cell balance control for equalizing the remaining capacity of the secondary battery cells based on the battery voltage and the like.

  The first vehicle control apparatus CTR1 receives an ignition signal, an accelerator opening degree, and a brake stroke from various devices mounted on the vehicle. The first vehicle control device CTR1 determines the motor torque based on the accelerator opening information and the vehicle speed during vehicle travel, and sends a torque command to the inverter INV.

  In addition, the first vehicle control device CTR1 receives vehicle position information and outside air temperature information from the in-vehicle communication device 100. As will be described later, the first vehicle control apparatus CTR1 records the outside air temperature information for a predetermined period in the memory M from the vehicle position information and the outside air temperature information.

  The first vehicle control device CTR1 receives a charger connection signal from the in-vehicle charger 80, and outputs a charge control command to the in-vehicle charger 80 based on the SOC of the battery BT, the battery voltage, and the like. Further, the first vehicle control device CTR1 acquires the vehicle state based on the ignition signal, the charger connection signal, and the charge / discharge current, as will be described later. The first vehicle control device CTR1 records the acquired vehicle state in the memory M.

  Next, an example of the operation of the vehicle will be described with reference to the drawings. It is known that the battery BT deteriorates due to the influence of the remaining capacity and temperature even when the vehicle is parked. The vehicle according to the present embodiment is configured to charge the battery BT by an appropriate amount and suppress the deterioration of the battery BT while the vehicle is parked.

  FIG. 2 is a diagram for explaining an example of a vehicle state determined by the first vehicle control apparatus CTR1. First, the vehicle according to the present embodiment acquires a vehicle state for a predetermined period in order to calculate an appropriate charge amount of the battery BT. In the present embodiment, the vehicle state is “running”, “connected to the charging power source and charging”, “connected to the charging power source and parked”, and “parked without connecting to the charging power source”. One.

  FIG. 3 is a flowchart for explaining an example of an operation in which the first vehicle control apparatus CTR1 determines the vehicle state.

  The first vehicle control device CTR1 determines whether or not the ignition is on from the ignition signal (step STA1).

  When the ignition is on, the first vehicle control device CTR1 determines that the vehicle state is “running” and records the vehicle state “running” in the memory M together with time information (step STA2).

  Then, 1st vehicle control apparatus CTR1 measures charging / discharging electric power [kWh] from the charging / discharging electric current and battery voltage which were received from the battery management apparatus 10, and records it on the memory M with time information (step STA3). Here, the charge / discharge power recorded in the memory M is the amount of energy used during traveling.

  When the ignition is off, the first vehicle control device CTR1 further determines whether or not the charging power source is connected based on the charger connection signal (step STA4).

  When the charging power source is connected, it is further determined whether or not the charging / discharging current is larger than zero (step STB5). Here, when the charge / discharge current is larger than zero, the battery BT is being charged, and when the charge / discharge current is smaller than zero, the battery BT is being discharged.

  If the charging / discharging current is larger than zero, the first vehicle control device CTR1 determines that the vehicle state is “charging” and records the vehicle state “charging” together with time information in the memory M (step STA6).

  Subsequently, the first vehicle control device CTR1 measures charge / discharge power [kWh] from the charge / discharge current and battery voltage received from the battery management device 10, and records them in the memory M together with time information (step STA7). Here, the charge / discharge power recorded in the memory M is energy to be charged.

  If the charge / discharge current is zero or less in step STA5, the first vehicle control device CTR1 determines that the vehicle state is “connected to the charging power source and parked”, and the vehicle state “connects to the charging power source together with time information”. Is parked "in the memory M (step STA8).

  Subsequently, the first vehicle control device CTR1 measures charge / discharge power [kWh] from the charge / discharge current and battery voltage received from the battery management device 10, and records them in the memory M together with time information (step STA9). Here, the charge / discharge power recorded in the memory M is the amount of energy that is used while parking by connecting to the charge power source.

  When the charging power source is not connected in step STA4, the first vehicle control device CTR1 determines that the vehicle state is “parking without connecting to the charging power source”, and the vehicle state “do not connect to the charging power source together with the time information. “Parking” is recorded in the memory M (step STA10).

  Subsequently, the first vehicle control device CTR1 measures charge / discharge power [kWh] from the charge / discharge current and battery voltage received from the battery management device 10, and records them in the memory M together with time information (step STA11). Here, the charge / discharge power recorded in the memory M is the amount of energy used during parking without being connected to the charge power source.

  As described above, after determining the vehicle state, the first vehicle control device CTR1 measures the charge / discharge power and stores it in the memory M together with the time information, so that the vehicle state, the charge / discharge power amount, and the time are determined. A corresponding map can be created. Note that the first vehicle control apparatus CTR1 holds a map corresponding to the vehicle state, the charge / discharge power amount, and the time in the memory M for one month, for example, and sequentially deletes old information.

  FIG. 4 is a diagram for explaining an example of a map created by the first vehicle control apparatus CTR1 and an example of the remaining capacity of the battery BT. In FIG. 4, each vehicle state is indicated by a corresponding symbol. “Running” is “A”, “Charging power and charging flow” is “B”, “Connecting to charging power and parking” is “C”, “Parking without charging power” “D”.

  In addition, the first vehicle control device CTR1 receives vehicle position information and outside air temperature information from the in-vehicle communication device 100, and acquires outside air temperature data for the next 24 hours.

FIG. 5 is a diagram illustrating an example of outside air temperature data acquired by the first vehicle control apparatus CTR1.
Here, it is assumed that the outside air temperature data is acquired every hour and the outside air temperature data is updated every hour. The first vehicle control apparatus CTR1 records outside air temperature data for the next 24 hours in the memory M, and deletes the oldest data in order.

  Next, a method in which the first vehicle control device CTR1 calculates an appropriate charge amount that suppresses deterioration of the battery BT will be described with reference to the drawings.

  Here, as a precondition, when the vehicle is connected to the charging power source, power necessary for temperature management of the battery BT is supplied from the charging power source side. In the present embodiment, it is assumed that the battery deterioration amount is the smallest when the battery temperature is 15 ° C., and the battery temperature when connected to the charging power source is constant at 15 ° C. Further, the first vehicle control device CTR1 calculates an appropriate charge amount of the battery BT when the ignition is off (when the driver gets out of the vehicle).

  It is assumed that the energy required for temperature management of battery BT during travel is smaller than the energy required for travel. Therefore, even if the target temperature of the battery BT changes, it is considered that the amount of energy required for traveling does not change.

  In the present embodiment, it is assumed that the output voltage and the battery output power of the battery BT with respect to the remaining capacity of the battery BT are substantially constant.

  FIG. 6 is a flowchart for explaining an example of an operation in which the first vehicle control device CTR1 calculates an appropriate charge amount of the battery BT.

  First, the first vehicle control apparatus CTR1 calculates the charge / discharge electric energy when the vehicle state is “A” or “D” with reference to the map of FIG. 4 (step STB1). In the example of FIG. 4, it is −6 × 2 + 0 × 12 = −12 kWh.

  Subsequently, the first vehicle control apparatus CTR1 calculates how much the charge / discharge power amount obtained in step STB1 occupies the capacity of the battery BT (first capacity (SOC width) [%]) ( Step STB2). The calculation here is (charge / discharge power amount obtained in step STB1) / (capacity of battery BT). For example, when the capacity of battery BT is 20 kWh, the first capacity is 12/20 = 0.6 [%. ]. Therefore, in this case, the SOC width is 60% (= 0.6 × 100).

  Subsequently, the first vehicle control apparatus CTR1 refers to the outside air temperature data when the vehicle state is “D” based on the map shown in FIG. 4 and the outside air temperature data shown in FIG. 5 (step STB3).

  Next, the first vehicle control apparatus CTR1 calculates the amount of electric power necessary for cooling the battery BT when the battery target temperatures are 15 ° C., 20 ° C., 25 ° C., and 30 ° C. (step STB4). Here, the electric energy is calculated only when the battery temperature target is 15 ° C., 20 ° C., 25 ° C., and 30 ° C. However, the battery temperature target is set at a finer interval (eg, 1 ° C. interval). Alternatively, a larger interval (for example, an interval of 10 ° C.) may be set. Further, the number of battery target temperatures set here is not limited to four.

  FIG. 7 is a diagram for explaining the amount of electric power required for temperature control of the battery BT with respect to the battery target temperature and the outside air temperature.

  In FIG. 7, for each battery target temperature, the amount of power necessary for temperature control of the battery BT at the outside air temperature is described. For example, when the battery target temperature is 15 ° C. and the outside air temperature is 30 ° C., the amount of power required for cooling the battery BT is O1 [kWh].

  The first vehicle control apparatus CTR1 records a map of the electric energy required for cooling as shown in FIG. For example, when the battery target temperature is 15 ° C., the amount of power required for cooling the battery can be calculated as follows.

Electricity required for battery cooling (15 ° C.) = O1 + Q1 + Q1 + Q1 + S1 + R1 + Q1 + Q1 + Q1 + P1 + N1 + N1
Subsequently, the first vehicle control apparatus CTR1 determines the SOC width (second capacity) of the amount of power (15 ° C., 20 ° C., 25 ° C., 30 ° C.) required for cooling the battery obtained in step STB4 [ %] Is calculated (step STB5). For example, when the capacity of the battery BT is 20 kWh and the battery target temperature is 15 ° C., the SOC width of the electric energy (15 ° C.) required for cooling the battery BT = (O1 + Q1 + Q1 + Q1 + S1 + R1 + Q1 + Q1 + Q1 + P1 + N1 + N1) / 20 kWh.

  In the following description, it is assumed that the SOC widths of the electric energy required for cooling battery BT (15 ° C., 20 ° C., 25 ° C., 30 ° C.) are 35%, 20%, 15%, and 10%, respectively.

  Subsequently, the first vehicle control apparatus CTR1 includes the SOC width (second capacity) of the amount of electric power (15 ° C., 20 ° C., 25 ° C., 30 ° C.) required for cooling the battery BT obtained in step STB5, Add the SOC width (first capacity) 60% of the energy amount used in the vehicle states “A” and “D” (when not connected to the charging power source) obtained in step STB2, and the total is 100%. It is determined whether or not the battery temperature exceeds 100%, and only the battery target temperature when it does not exceed 100% is used in the previous process (step STB6).

  FIG. 8 is a flowchart for explaining in detail an example of the operation of step STB6 of the first vehicle control apparatus CTR1.

  The first vehicle control apparatus CTR1 sets the lowest one of the set battery target temperatures to t (step STC1). In the present embodiment, the lowest battery target temperature t is 15 ° C.

  Subsequently, the first vehicle control device CTR1 uses the selected battery target temperature t for the SOC width of (15 ° C.) of the amount of electric power necessary for cooling the battery BT and the vehicle state “A” or “D”. The SOC amount 60% of the energy amount is added, and it is determined whether the sum is 100% or less (step STC2).

  When the sum calculated in step TSC2 is 100% or less, the SOC [%] of the electric energy required for battery cooling at the battery target temperature t here is used in the previous processing (step STC3).

  When the sum calculated in step STC2 is larger than 100, the SOC [%] of the electric energy required for battery cooling at the battery target temperature t here is not used in the subsequent processing (step STC5).

  Subsequently, the first vehicle control apparatus CTR1 determines whether or not the currently selected battery target temperature t is the highest (step STC4). In the present embodiment, since the highest battery target temperature t is 30 ° C., it is determined whether or not the battery target temperature t is 30 ° C.

  If it is not the highest temperature, the next highest battery target temperature t that is currently selected is set as the battery target temperature t (step STC6). In this embodiment, when the currently selected battery target temperature t is 15 ° C., the next battery target temperature t is 20 ° C., and the battery target temperature t is 15 ° C., 20 ° C., 25 ° C., 30 ° C. in this order. Is set. Thereafter, the first vehicle control apparatus CTR1 returns to step STC2 to perform processing.

  When the battery target temperature t is the highest temperature in step STC4, the first vehicle control device CTR1 ends the process of step STB6.

  In the following description, in step STB6, in any case where the battery target temperature is 15 ° C., 20 ° C., 25 ° C., or 30 ° C., the SOC width of the electric energy necessary for cooling the battery BT is obtained in step STB2. It is assumed that the sum of the amount of energy used for the vehicle state “A” or “D” and the SOC width of 60% is 100% or less. For example, the amount of energy required for one charge when the battery target temperature is 15 ° C. is 95% obtained by adding 60% (from step STB2) and 35% (from step STB5).

  Subsequently, the first vehicle control apparatus CTR1 calculates the battery deterioration amount when the battery target temperatures are 15 ° C., 20 ° C., 25 ° C., and 30 ° C. (step STB7).

  FIG. 9 is a diagram illustrating an example of a battery deterioration amount per unit time (1 hour). The first vehicle control device CTR1 uses the map shown in FIG. 4 and the time change of the SOC [%] of the battery BT when the battery target temperature is 15 ° C. and the table shown in FIG. Estimate the amount of battery deterioration until charging. Here, even if the battery target temperature is changed, it is assumed that the battery does not deteriorate during traveling, and only the deterioration amount during parking is calculated.

  First, a calculation example of the battery deterioration amount when the battery target temperature is 15 ° C. is shown. In this condition, the charge termination SOC is SOC 60% + 35% = 95%.

<Example of calculation of battery deterioration amount>
Battery degradation amount = (b1 × 7 [h]) + (b8 × 2 [h]) + (b9 × 2 [h]) + (b10 × 2 [h]) + (b11 × 2 [h]) + (B12 × 2 [h]) + (b13 × 2 [h])
Note that the SOC changes linearly from 65% to 35% at 8 o'clock during parking from 8 o'clock to 20 o'clock, and the change in SOC every hour is 2.9%. Therefore, the SOC of the battery BT is 65%, and the SOC of the battery BT at 8:59 is 62.1%. Here, when the median value is taken as the representative value of SOC from 8 o'clock to 8:59 o'clock, it is 63.55%. In the above calculation, the SOC value and the temperature of 15 ° C. are associated with each other, and the deterioration amount per hour from 8 o'clock to 20 o'clock is set to “b8”.

  Next, the amount of battery deterioration when the battery target temperature is 20 ° C. is estimated. Under this condition, the charge termination SOC is 80%, which is 60% (from step STB2) and 20% (step STB5).

  The first vehicle control apparatus CTR1 estimates the amount of battery deterioration from the end of charging to the next charging using the amount of battery deterioration per unit time in the table shown in FIG.

<Example of calculation of battery deterioration amount>
Battery degradation amount = (b4 × 7 [h]) + (c10 × 3 [h]) + (c11 × 3 [h]) + (c12 × 3 [h]) + (c13 × 3 [h])
Note that the vehicle state “C”, which is a case where the vehicle is parked while connected to the charging power source, supplies power necessary for cooling the battery BT from the charging power source. For this reason, even if the battery target temperature in the vehicle state “D” is 20 ° C., the battery temperature in the vehicle state “C” is 15 ° C.

  Similarly, the first vehicle control apparatus CTR1 calculates the deterioration amount of the battery BT even when the battery target temperatures are 25 ° C. and 30 ° C.

Subsequently, the first vehicle control device CTR1 compares the deterioration amounts at the battery target temperatures 15 ° C., 20 ° C., 25 ° C., and 30 ° C. calculated in step STB7, and the battery target temperature when the deterioration amount is the minimum. And the charge amount (end-of-charge SOC) are determined (step STB8). When the battery target temperature of 20 ° C. has the smallest deterioration amount, the charge amount (end-of-charge SOC) is 80%.

  First vehicle control device CTR1 performs the above calculation before starting charging of battery BT, charges battery BT so that the charge termination SOC becomes 80%, and cools battery BT by setting the battery target temperature to 20 ° C. By performing the above, the deterioration amount of the battery BT can be minimized.

  That is, according to the present embodiment, it is possible to provide a vehicle and a vehicle control method that suppress battery deterioration.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  BT ... Battery, INV ... Inverter, M ... Motor, WL ... Drive wheel, CNT ... Charger connector, M ... Memory, 10 ... Battery management device, CTR2 ... Second vehicle control device, CTR1 ... First vehicle control device, 40 DESCRIPTION OF SYMBOLS ... Air conditioner (cooling means), 50 ... Fan (cooling means), 60 ... Auxiliary battery, 70 ... Body system component, 80 ... In-vehicle charger, 90 ... DCDC converter, 100 ... In-vehicle communication device, 110 ... Power transmission device.

Claims (2)

A first map of the amount of electric power required for temperature control of the battery with respect to a battery target temperature and an outside air temperature; and a second map of a deterioration amount of the battery per unit time with respect to the remaining capacity of the battery and the temperature of the battery; , With recorded memory,
The vehicle state for a predetermined period is recorded in the memory together with time information, and the outside air temperature information for a predetermined period is recorded in the memory together with future time information, corresponding to the charge / discharge power amount when the vehicle is not connected to the charging power source. The first capacity is calculated and the vehicle is not connected to a charging power source with reference to the future outside air temperature information and the first map for a plurality of battery target temperatures, and is necessary for temperature control during parking. The vehicle is parked when the second capacity corresponding to the amount of electric power is calculated and the battery target temperature is set so that the sum of the first capacity and the second capacity does not exceed 100% with reference to the second map Calculating means for calculating the amount of deterioration of the battery,
The charger is controlled to control the cooling means to control the temperature of the battery to a battery target temperature at which the deterioration amount is minimum, and to be the sum at the battery target temperature at which the deterioration amount is minimum. A vehicle control device that controls and charges the battery. A battery including a plurality of secondary battery cells, and detecting and outputting voltages and charge / discharge currents of the plurality of secondary battery cells;
A battery management device that receives voltages and charge / discharge currents of the plurality of secondary battery cells from the battery, calculates a remaining capacity of the battery, and outputs the voltage, the remaining capacity, and the charge / discharge current;
An inverter that converts DC power output from the battery into AC power;
A motor driven by AC power output from the inverter;
A power transmission device for transmitting the power of the motor to an axle and a drive wheel;
A charger for charging the battery;
Cooling means for cooling the battery;
A communication means for receiving future outside air temperature information from the outside;
A vehicle comprising the vehicle control device according to claim 1.

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