JP2012139025A - Charging system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a user to know a future charging state intuitively.SOLUTION: An in-vehicle battery is charged by connecting a charging plug 7 extended from a charging device 3 in a charging station CH to a vehicle V (in-vehicle battery of the vehicle V). For example, variation with time expected in a period ranging from the present to the future is displayed in a line graph on a display screen 4 provided in the charging station CH for the in-vehicle battery's charging amount and electricity rate, respectively. Time for charging in a usual mode and time for charging in a subsequent economy mode can be changed by operating a slider 12, and the form of the line graph is changed according to position change of the slider 12.

Description

  The present invention relates to an in-vehicle battery charging system that can be charged from an external power source.

  Recent vehicles, such as electric vehicles and plug-in hybrid vehicles, tend to increase those equipped with a large-capacity on-board battery that serves as a power source for the motor for traveling. This in-vehicle battery can be charged from an external power source, but is also charged in an arbitrary charging mode selected from a plurality of charging modes having different charging speeds.

  Patent Document 1 proposes a method for displaying a bar by arranging a plurality of charging modes in which a charging start time, a charging end time, and an electric charge are associated with each other for selecting a charging mode (charging plan) by a user. Patent Document 2 proposes a method in which a user can select a quick charge mode and an economy charge mode by a switch operation.

JP 2010-178578 A Japanese Patent Application Laid-Open No. 2009-100569

  By the way, the external power supply is usually powered by grid power (commercial power), but recently, large power generated using natural energy such as solar power generation or wind power generation is input to the grid power side. It has become so. And since the electric power produced | generated using natural energy is accompanied by a big fluctuation | variation by the weather etc., it becomes important to maintain the electric power quality of a frequency and a voltage. Further, when the number of vehicles equipped with a large-capacity on-board battery increases, the load fluctuation on the system power side increases due to the charging, and the problem of maintaining power quality becomes more important.

  Considering the situation on the grid power side of maintaining the power quality, when the power is surplus, it would be desirable to actively charge the in-vehicle battery even if the electricity charge is low. On the other hand, when the power is insufficient, charging of the in-vehicle battery is desired to be suppressed.

  On the other hand, from the driver side of the vehicle equipped with the in-vehicle battery, that is, from the user side, there is a strong demand to quickly and sufficiently charge the in-vehicle battery when traveling to a distant place is planned soon. On the other hand, when the vehicle is not planned to be used for a long time, the vehicle battery is not quickly charged. Further, in the case of an in-vehicle battery, when the amount of charge is considerably large, when the temperature is high, or when the degree of deterioration is high, rapid charging is not preferable.

  The situation on the grid power side described above and the situation on the user side including the situation on the vehicle-mounted battery do not always match. That is, it often happens that the charging mode for the in-vehicle battery desired by the user is not preferable in terms of maintaining the power quality. For this reason, as described in Patent Document 1, presenting a plurality of charging modes for user selection is one solution. However, as described in Patent Document 1, the bar display is difficult for the user to understand intuitively. In addition, since the user does not always desire full charge (100% charge), the display of the parameters such as the charge start time, the charge end time, and the electricity charge may easily fail to satisfy the user's charge desire. Become. In particular, if it is difficult for the user to intuitively understand the state of charge in the future, the user will select the charging mode in the charging mode that prioritizes his or her convenience, which is undesirable for the grid power side. It tends to occur.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a charging system that allows the user to know the future charging state intuitively.

In order to achieve the above object, the following first solution is adopted in the present invention. That is, as described in claim 1 in the claims,
An in-vehicle battery charging system that can be charged from an external power source,
About the charge amount related index of the in-vehicle battery, comprising a display means for displaying a predicted temporal change from the present to the future in a line graph,
It is like that. According to the above solution, the user can intuitively know the state of charge from the present to the future using a line graph.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
The display means displays a change with time predicted from the present to the future in a line graph for the charging eco-degree related index (corresponding to claim 2). In this case, it is possible to intuitively know the degree of ecology of charging from the present to the future by using a line graph.

Charging control means for controlling a charging device for charging the in-vehicle battery and selectively controlling charging between two or more charging modes in which at least one of charging speed and charging eco-degree is different;
An input means that is operated by a user and changes a charging time ratio of each charging mode in a combined charging pattern formed by combining the two or more charging modes;
Further comprising
Corresponding to the composite charging pattern changed by the input means, the shape of the line graph is changed,
(Corresponding to claim 3). In this case, it is possible to intuitively know a charge amount or a charge eco-degree from the present to the future when the charge pattern is changed.

  The input means is a slider provided so as to be slidable parallel to the axis indicating time in the vicinity of the axis indicating time provided in the display means, and the composite charging is performed by moving the slider. The charging time ratio between the two or more charging modes constituting the pattern is changed (corresponding to claim 4). In this case, the charging pattern can be changed by a simple method of moving the slider.

  As the charging mode, a normal mode in which the charging speed is fast and an economy mode in which the charging speed is slower than the normal mode are set (corresponding to claim 5). In this case, specific contents of the charging mode that the charging speeds are different are provided.

A decision means for selecting a final decision of the composite charging pattern operated by a user and changed by the input means;
The charging control means controls the charging by the charging device with the composite charging pattern selected by the determining means;
(Corresponding to claim 6). In this case, the charging can be performed in a situation where the user has confirmed the state of charge from the present to the future or the state of the ecology of charge.

  Charging for the ecology-related index that is predicted when the display means is charged with the charging pattern with the lowest ecology level after the start of charging, and for the ecology-related index that is actually executed in the charging pattern, respectively. The change over time from the start to the present is displayed in a line graph (corresponding to claim 7). In this case, the user can intuitively confirm how much charge eco-degree can be obtained.

  If the charging pattern is not determined by the user even after a predetermined time has elapsed since the charging device is connected to the in-vehicle battery, the charging control means may determine a charging pattern based on the past charging performance of the user. In addition to displaying on the display means, control is performed so that charging is performed according to the displayed charging pattern (corresponding to claim 8). In this case, when there is no user's desire for charging, appropriate charging based on past results can be performed.

  The charging-related index is set to one or more of a charge amount of the vehicle-mounted battery, a predicted travelable distance, and a destination (corresponding to claim 9). In this case, specific contents of the charge amount related index are provided.

  The display position of the destination on the display means is determined based on at least one of weather forecast, time, traveling direction, and past required power consumption results (corresponding to claim 10). In this case, even if the in-vehicle battery is in the same charge amount state, the travelable distance changes depending on the weather or the like, but the destination position can be displayed in response to such a change.

  The charging eco-level is set to any one of an electricity bill, a utilization degree of natural energy in generating charging power, and a carbon dioxide emission amount in generating charging power (corresponding to claim 11). In this case, specific contents indicating the charge eco-degree are provided.

  The display means displays a required charge amount, an electricity bill, a scheduled departure time, a scheduled arrival time at the destination, and one or more of the waypoints to the destination (corresponding to claim 12). . In this case, information useful for determining the charging pattern and the like are displayed together, which is preferable in improving the convenience of the user for determining the charging pattern.

  According to the present invention, it is possible to intuitively know the state of charge from the present to the future.

The figure which shows an example which charges with a charging stand. The figure which shows an example which shows the charge condition in normal mode with a quick charge speed by a line graph. The figure which shows an example which shows the charge condition in slow economy mode by a line graph. The figure which shows an example at the time of inputting a certain charge pattern and destination arrival time. The figure which shows an example at the time of inputting a certain charge pattern and departure time. The figure which shows an example of the charge pattern in the case of setting it as the charge amount state required for the destination arrival exactly at the departure time. The figure which shows the example of selection of the charge pattern at the time of delaying departure time. The figure which shows an example at the time of request | requiring the quick charge in an early stage while ensuring a required charge amount at the departure time. The figure which shows an example of the charge pattern which becomes just a required charge amount at the time of departing to the destination. The figure which shows the display state when time passes since FIG. The block diagram which shows the example of control in case a user determines a charge pattern. The block diagram which shows the example of control which determines a charging pattern automatically from the past action performance of a vehicle. The block diagram which shows the example of control which sets a charge pattern automatically from the input destination and departure time. The flowchart which shows the example of control of this invention. The flowchart which shows the example of control of this invention.

  In FIG. 1, CH is a charging station, and V is a vehicle (electric vehicle or plug-in hybrid vehicle) that is charged at the charging station CH. The charging stand CH has a charging box 2 erected on the site 1. The charging box 2 has a charging device 3, a display screen 4 as display means, and a charge control means 5 for controlling them. From the charging device 3, the charging cord 6 extends to the outside, and a charging plug 7 that is detachably connected to an in-vehicle battery (not shown) of the vehicle V is attached to the tip of the charging cord 6. FIG. 1 shows a state in which the charging plug 7 is connected to the vehicle V for charging the in-vehicle battery. The charging station CH and the vehicle V are connected by, for example, wireless communication, and various information on the vehicle V side necessary for charging control to be described later can be input to the charging control means 5. In addition, as said various information, it is information required for the control mentioned later, for example, the setting destination and departure time in the navigation apparatus mounted in the vehicle V other than the present charge amount, temperature, and deterioration degree regarding a vehicle-mounted battery. , Information on past charging results, and the like are included.

  An example of display on the display screen 4 is shown in FIG. 2. The display screen 4 is, for example, a touch panel type, and the user can touch the finger to perform various settings described later. The display screen 4 displays a change with time of an indicator related to the charge amount by a line graph. In other words, while the time is shown on the horizontal axis, the charge ratio (charge ratio when the full charge is 100%) is shown on the left vertical axis, and the electricity as the charge eco-degree is shown on the right vertical axis. Charges are shown. In the embodiment, two types of charging modes are set: a normal mode with a fast charging speed and an economy mode with a slower charging speed than the normal mode.

  In the vicinity of the horizontal axis indicating the passage of time, the input means 10 for changing the charging pattern is displayed in parallel therewith. The input means 10 includes a long bar-shaped lighting display unit 11 and a slider 12 that is displayed in a different color in the lighting display unit 11. When the user clicks and moves the slider 12, the slider 12 is moved laterally. The horizontal movement length of the slider 12 (the length of the lighting display unit 11) is aligned with the horizontal axis length indicating time (the right end position and the left end position of the slider 12 are the right end position and the left end of the time display). Match position).

  When the slider 12 is at the right end position, the charging pattern is 100% in the normal mode. When the slider 12 is at the left end position, the charging pattern is in the economy mode 100%. When the slider 12 is set to the intermediate position, charging in the normal mode is performed for the time to the position of the slider 12, and charging in the economy mode is performed for the time after the position of the slider 12, and the charging mode is The combined charging pattern is used. The lighting display unit 11 displays the normal mode on the left side of the slider 12 (character display in the embodiment), and displays the economy mode on the right side of the slider 10 (character display in the embodiment). Is supposed to do. Note that the normal mode and the economy mode can be identified and displayed by an appropriate method, for example, by color classification or the like.

  FIG. 2 shows a charging mode in the normal mode 100% with the slider 12 at the right end position. At this time, the amount of charge and the change in the electricity bill (predicted change) according to the change in time are shown by a line graph. Although not clearly shown in FIG. 2, for example, a color-coded display or a display with different line types may be used so that the line graph indicating the charge amount and the line graph indicating the electricity charge can be clearly identified (for example, a solid line, A broken line, a one-dot chain line, a two-dot chain line, etc.), and a combination thereof. In addition, the meaning of the line graph can be explained (displayed) with characters.

  FIG. 2 shows a state in which the current time t2 has elapsed for some time from the charging start time t1. And about each charge amount and an electric bill, prediction and a track record (actual state actually charged) are distinguished and shown. That is, in FIG. 2, the prediction is indicated by a broken line, and the actual result is indicated by a solid line. By looking at the difference between the actual results and the predictions corresponding thereto, future prediction errors can be known.

  FIG. 3 shows a case where the charging pattern in only the economy mode is selected with the slider 12 as the left end position. In the economy mode, since the charging speed is slow, it takes a longer time to make the same charge amount than in the normal mode (in the case of FIG. 2). On the other hand, in the economy mode, the electricity charge is cheaper than in the normal mode. Depending on the situation on the grid power side, there may be a situation where the electricity rate is higher in the economy mode.

  In FIG. 4, a facility (corresponding to a distance display to a certain facility) parallel to the left horizontal axis indicating the charge amount is displayed together. In FIG. 4, “△△ station” and “XX store” are displayed as the facility display. This is a facility that is highly likely to be set as a destination based on the past driving record of the vehicle V, or This is a facility where a destination is set by the navigation device by the user. The length in the vertical direction that is the facility display (distance display) is aligned with the vertical length of 0 to 100% in the charge amount display (the upper end position matches the lower end position). From the position of the charging station CH, since “XX store” is farther than “△△ station”, “XX store” is displayed at a higher position than “△△ station”. . In the embodiment, the display position of the destination is assumed to be a one-way distance to the destination, but may be displayed at a position assuming a round trip.

  In FIG. 4, “ΔΔ station” is set as the destination, and the time t5 desired to reach this “ΔΔ station” is set and displayed (positions indicated by black circles in FIG. 4 in mark setting). . Then, the predicted time required for traveling from the current position to “ΔΔ station” is predicted by a past record or a navigation device, and this predicted time is subtracted from the desired arrival time, whereby the departure time t4 is estimated and displayed. (In the mark setting, the position of the white circle in FIG. 4 is displayed). In FIG. 4, the slider 12 is set at a time t3 that is slightly later than the current time t2. That is, until the time t3, charging is performed in the normal mode, and thereafter, the charging pattern is charging in the economy mode. And, from the line graph showing the amount of charge, by the departure time t4, not only to “△△ station” as the destination, but also the amount of charge necessary for traveling to “XX store” is secured sufficiently The user can intuitively understand that it is done. For this reason, it is intuitively understood that there is a choice for changing the slider 12 to the left to increase the charging time in the economy mode.

  In addition, the display position of “△△ station” or “XX store” as the destination travels the same distance, such as whether or not the air conditioner is used, whether or not heating is used, the road condition to the destination, and whether or not the headlight is used. It can be changed according to the difference in the amount of electricity required to do. For example, if you use headlights at night and use heating because it is in the winter, compared to the case where the power consumption is high, the “△△ station” and “XX store” Is displayed at a relatively upper position. Further, when “XX store” at a far position is set as the final destination, and “ΔΔ station” at a close position is set as the waypoint, the same display as in FIG. 4 can be made. As described above, the display position (distance to the destination) of the destination (route point) is determined (or corrected) based on at least one of the weather prediction, the time, the traveling direction, and the past required power consumption record. Can do.

  FIG. 5 shows a display example in the case where “XX store” is the destination and the departure time from the charging station CH is set to t4 (t1 is the current time). The position of the slider 12 is the same as in FIG. At the departure time T4, the user can intuitively confirm that there is a sufficient amount of charge necessary to go to the destination “XX store” and that the margin is not too large. It is intuitively understood that the time setting of the departure time and the like is performed by touching the desired time portion of the display screen 4 or by using a separate input means such as a switch. be able to). Then, when the user presses, for example, a determination switch 13 serving as a determination unit installed in the display screen 4 or in the vicinity thereof, charging is started with the charging pattern shown in FIG. The display of the charging pattern is started when the user presses a start switch (not shown), for example, but can be automatically displayed when the charging plug 7 is connected to the vehicle V.

  FIG. 6 shows a state where the slider 12 is further moved to the left as compared with the case of FIG. 5 and the charge amount is not excessive or insufficient to go to the destination “XX store” at the departure time t11. A setting example is shown. FIG. 7 shows a case where the slider 10 is further moved leftward from the state of FIG. 6 and the departure time is delayed from t11 to t12. By delaying the departure time, the charging time in the economy mode can be increased.

  In FIG. 8, the departure time is set at t23 and later when going to “XX store” via “△△ station”, but at least earlier than planned for “△△ station”. An example of setting when there is a possibility of starting is shown. In other words, the amount of charge necessary to go to “△△ station” by the early time t21 is secured immediately, while the amount of charge necessary to go to “XX store” is secured by the time t23. The settings are as follows.

  FIG. 9 is a table in the case where the departure time for the destination “XX store” is set as t33, charging is performed in the normal mode until time t31, and charging is performed in the economy mode thereafter. It is an example. When the determination switch 13 is pressed, for example, from the display of FIG. 9, charging is started with the charging pattern shown in FIG. In FIG. 10, the time has elapsed from the state of FIG. 9 and the current time is a time t32 between t31 and t33. In FIG. 10, the predicted values of the charge amount and the electricity charge in the normal mode are displayed in a line graph after the current time t32. Thereby, the user intuitively understands the predicted change in the charge amount and the predicted change in the electricity rate in the normal mode. In particular, at the time of departure time t33, it is possible to intuitively know the difference (saving electricity cost) from the electricity charge when charging in the normal mode at all times.

  FIG. 11 is a block diagram showing the processing contents on the system power side and the vehicle V side when charging is performed with the charging pattern desired by the user using the slider 12 described above. In FIG. 11, on the vehicle V side, the above-described charging pattern generation, display, and determination of the charging speed are performed. That is, for example, a display screen for a navigation device mounted on the vehicle V functions as the display screen 4 in the charging station CH, and a control unit corresponding to the charging control unit 5 of the charging station CH is mounted on the vehicle V. ing. In other words, the charging station CH only performs charging in the charging mode set for each time based on the command from the vehicle V side. In the following description, Q indicates a processing unit.

  First, on the grid power side, a past power supply / demand record (Q1), a current power supply / demand state (Q2), and a predicted power supply / demand plan (Q3) are calculated. And based on the calculation result in each process part Q1-Q3, the electricity bill for every time for every charge mode is determined in Q4.

  On the other hand, on the vehicle V side, the current charge amount (Q11), temperature (Q12), and degree of deterioration (Q13) of the in-vehicle battery are detected, and an allowable charge rate is determined in Q14 based on each detection result. In Q15, based on the results of Q4 and Q14, a charging profile is generated in which the charging amount at each time in each charging mode is associated with the electricity charge.

  On the vehicle V side, the past action record (Q21), the current position (Q22), the set destination (Q23), and the departure time (or arrival time) (Q24) to the destination are further detected or read. Based on the information in Q22 to Q24 and the weather information or traffic information (Q25) from another vehicle, route information (Q26) to the destination is determined. The route information in Q26 is particularly for setting the amount of charge required to reach the destination as accurately as possible (for example, in FIG. 9, the accurate setting of the vertical position of “XX store” in FIG. 9). for). Based on the route information in Q26 and the past action record in Q21, the amount of power required to go from the current location to the destination is calculated in Q27.

  In Q28, based on the results of Q23, Q24, and Q27, for example, the display on the display screen relating to the XX store as the destination is performed. That is, in FIG. At the intersection with the departure time (for example, t33), the departure time toward the destination is displayed (indicated by a white circle in FIG. 9).

  In Q29, based on the results of Q28 and Q15, a line graph relating to the charge amount and the electricity charge is displayed on the display screen, and the shape of the displayed line graph is changed based on the operation of the slider 12 by the user. Thereafter, when the determination switch 13 is operated in Q30, the charging pattern set by the user at that time is determined as the final charging pattern, and charging is started. When the departure time is reached, charging is automatically stopped.

  FIG. 12 shows a modified example of FIG. 11, and the processing unit shown in FIG. 11 is omitted with respect to the same processing unit by using the same reference numeral (this also applies to FIG. 13 below). . In the example of FIG. 12, the final setting of the charging pattern is determined based on the past behavior record of the vehicle V without leaving it to the user. That is, in Q31, an action prediction of the vehicle V is performed from the past action record (Q21), the current position (Q22), and information such as weather (Q25) (setting of the virtual destination and the virtual departure time). . In Q27, the amount of power required to reach the virtual destination is determined based on the route information (Q26) and the behavior prediction (Q31). In Q30B (corresponding to Q30 in FIG. 11), a charging pattern is automatically set based on the results of Q15 and Q27, and charging is started with the automatically set charging pattern.

  FIG. 13 shows a modified example of FIG. 11 in which the position of the slider 12 is automatically set. That is, a mark is made on the display screen based on the destination (Q23) set by the user and the departure time or arrival time (Q24) to the destination (setting of white circles in FIG. 9). In Q30C (corresponding to Q30 in FIG. 11), at the departure time, a charge amount obtained by adding a predetermined margin (for example, a margin charge amount of 10%) to the amount of power necessary to reach the destination. The charging pattern is automatically set, and charging is started with the automatically set charging pattern. Note that the user may be able to change the charging pattern by moving the slider 12 after the charging pattern is automatically set.

  FIGS. 14 and 15 are flowcharts showing examples of charging control. When setting the charging pattern, the user setting described in FIG. 11 is given the highest priority, and then the action result of the vehicle V described in FIG. Finally, the automatic setting described with reference to FIG. 12 is performed. In the following description, S indicates a step.

  First, in S1 of FIG. 14, it is determined whether or not the charging plug 7 is connected to the vehicle V (the vehicle battery). If the determination in S1 is NO, this determination is repeated. When the determination in S1 is YES, in S2, the count value of the timer is reset to 0 and the count is started. Thereafter, in S3, information on the grid power side is acquired (information acquisition of Q1 to Q4 in FIG. 11). Subsequently, in S4, information on the vehicle V side is acquired (information acquisition of Q11 to Q14 and Q21 to Q27 in FIG. 11). After S4, a charging profile in each mode is set in S5 (corresponding to 154 in FIG. 11). Next, in S6, a mark position is set for the destination (corresponding to Q28 in FIG. 11).

  After S6, it is determined in S11 of FIG. 15 whether or not there is a charging pattern setting operation (operation of the slider 12) by the user. If the determination in S11 is YES, a charging pattern is set in S12 according to the position of the operated slider 12. Thereafter, in S13, the set charge pattern is displayed on the display screen. Thereafter, in S14, it is determined whether or not the decision switch 13 has been operated. If the determination in S14 is NO, the process returns to S11. If YES in S14, charging is executed in S15 with the charging pattern displayed in S13.

  After S15, it is determined in S16 whether or not the charging end time has come. If the determination in S16 is NO, the process returns to S15 and charging is continued. If YES in S16, charging is terminated in S17. Thereafter, in S18, the current charging pattern is stored (stored as past performance information).

  If the determination in S11 is NO, it is determined in S19 whether the timer count time T is equal to or longer than a predetermined time TB (for example, 60 seconds) set in advance. If the determination in S19 is NO, the process returns to S11. If the determination in S19 is YES, it is determined in S20 whether there is a past record of charging. When the determination in S20 is YES, in S21, after the charging pattern is determined based on the past performance, the process proceeds to S15. If NO in S20, the charging pattern is automatically set in S22, and the process proceeds to S15.

  The route that moves from S11 to S15 through S14 corresponds to the control example of FIG. Further, the route for shifting from S21 to S15 corresponds to the control example of FIG. Furthermore, the route for shifting from S22 to S15 corresponds to the control example of FIG.

  Although the embodiment has been described above, the present invention is not limited to the embodiment, and can be appropriately changed within the scope described in the scope of claims. For example, the invention includes the following cases. . The line graph is not limited to the case where the charge amount index values (or charge eco-degree values) for adjacent unit times are connected by a straight line, but is a curve that passes through each charge amount index value (or each charge eco-degree value). The line may be connected smoothly (in short, it may be a single line extending in the direction of time, and this line is not limited to a solid line but can be displayed by a broken line, a one-dot chain line, or the like). It is also possible to set so that charging in the economy mode is performed first and then charging is performed in the normal mode. Moreover, you may enable it to change in which mode charge precedes using the selection switch manually operated by the user. There may be three or more charging modes. In this case, a plurality of sliders 12 may be provided so that charging modes in a plurality of time zones divided by the plurality of sliders 12 can be appropriately selected (changed) by a manually operated switch. Further, the input unit 10 may adopt an appropriate configuration, such as making the slider 12 mechanically displaced.

  As the charge amount related indicator, in addition to the charge rate and destination, the charge amount itself (for example, OO kw / h), the predicted travelable distance, etc. can be set as appropriate, and any one or more of them can be displayed. . As the charge eco-degree, it is possible to appropriately set an electric charge, a ratio of the amount of power generated using natural energy in the amount of power (natural energy utilization), a ratio of carbon dioxide emission, and the like. The display screen 4, the charging control means 5, the input means 10, and the determining means 13 may be provided on either or both of the charging station CH side and the vehicle V side, or in a mobile terminal device such as a mobile phone or a personal computer. It may be provided. Further, the display screen 4, the charge control means 5, the input means 10, and the determination means 13 may be arranged in a distributed manner without being concentrated in one place. The display screen 4, the charge control means 5, Any one or two or more of the input means 10 and the determination means 13 may be installed at a plurality of locations. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is suitable as a charging system for an electric vehicle or the like.

CH: Charging stand V: Vehicle 4: Display screen 5: Charging control means 6: Charging cord 7: Charging plug 10: Input means 11: Lighting display means 12: Slider 13: Determination switch

Claims (12)

An in-vehicle battery charging system that can be charged from an external power source,
About the charge amount related index of the in-vehicle battery, comprising a display means for displaying a predicted temporal change from the present to the future in a line graph,
A charging system characterized by that. In claim 1,
The display unit displays a change with time predicted from the present to the future in a line graph with respect to the indicator related to the ecology of charge. In claim 1 or claim 2,
Charging control means for controlling a charging device for charging the in-vehicle battery and selectively controlling charging between two or more charging modes in which at least one of charging speed and charging eco-degree is different;
An input means that is operated by a user and changes a charging time ratio of each charging mode in a combined charging pattern formed by combining the two or more charging modes;
Further comprising
Corresponding to the composite charging pattern changed by the input means, the shape of the line graph is changed,
A charging system characterized by that. In claim 3,
The input means is a slider provided so as to be slidable parallel to the axis indicating time in the vicinity of the axis indicating time provided in the display means, and the composite charging is performed by moving the slider. The charging time ratio between the two or more charging modes constituting the pattern is changed.
A charging system characterized by that. In claim 3 or claim 4,
The charging system is characterized in that a normal mode with a fast charging speed and an economy mode with a slower charging speed than the normal mode are set as the charging mode. In any one of Claims 3 thru | or 5,
A decision means for selecting a final decision of the composite charging pattern operated by a user and changed by the input means;
The charging control means controls the charging by the charging device with the composite charging pattern selected by the determining means;
A charging system characterized by that. In claim 6,
Charging for the ecology-related index that is predicted when the display means is charged with the charging pattern with the lowest ecology level after the start of charging, and for the ecology-related index that is actually executed in the charging pattern, respectively. A charging system characterized by displaying a change over time from the start to the present in a line graph. In claim 6 or claim 7,
If the charging pattern is not determined by the user even after a predetermined time has elapsed since the charging device is connected to the in-vehicle battery, the charging control means may determine a charging pattern based on the past charging performance of the user. A charging system characterized by displaying on the display means and controlling charging according to the displayed charging pattern. In any one of Claims 1 thru | or 8,
The charging system, wherein the charging-related index is one or more of a charge amount of the in-vehicle battery, a predicted travelable distance, and a destination. In claim 9,
The charging system, wherein the display position of the destination on the display means is determined based on at least one of weather prediction, time, traveling direction, and past required power consumption results. In any one of Claims 2 thru | or 10,
The charging system is characterized in that the ecology of charging is any one of an electricity bill, a utilization degree of natural energy in generating charging power, and a carbon dioxide emission amount in generating charging power. In any one of Claims 1 thru | or 11,
A charging system characterized in that the display means displays a required charge amount, an electricity bill, a scheduled departure time, a scheduled arrival time at a destination, and one or more of the waypoints to the destination.

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