JP2015112990A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle capable of recovering an increased regenerative current and protecting a switching element of a step-up converter when the regenerative current is increased.SOLUTION: A control apparatus 500 sets a power charge limit value Win of a battery 150 and an upper limit value of a voltage VH of a drive voltage system. When a detected regenerative current IB reaches or exceeds a first threshold, the control apparatus 500 decreases the voltage VH of the drive voltage system proportionately with time and increases the power charge limit value Win proportionately with time.

Description

  The present invention relates to a hybrid vehicle.

  Japanese Patent Laid-Open No. 2012-239332 (Patent Document 1) describes setting an upper limit voltage that tends to decrease as the current flowing through the reactor of the boost converter increases in order to protect the switching element of the boost converter. ing.

JP 2012-239332 A

  However, with the technique described in Patent Document 1 described above, when the regenerative current flowing through the reactor increases, if the reduction of the upper limit voltage of the boost converter cannot catch up, the switching element of the boost converter cannot be protected.

  Therefore, an object of the present invention is to provide a hybrid vehicle that can recover the increased regenerative current and protect the switching element of the boost converter when the regenerative current increases.

  The hybrid vehicle of the present invention is capable of boosting the voltage of the power storage device, the electric motor, and the power storage device to supply to the drive voltage system to which the motor is connected, and storing the voltage by reducing the voltage of the drive voltage system. A converter capable of storing power in the device, a sensor for detecting the magnitude of the regenerative current during regenerative braking, and a control unit for setting the charging power limit value of the power storage device and the upper limit value of the voltage of the drive voltage system . The control unit decreases the upper limit value of the voltage of the drive voltage system with time and increases the charging power limit value with time when the detected regenerative current becomes equal to or greater than the first threshold value.

  Thereby, when the regenerative current increases, the regenerative current can be sufficiently recovered, and the switching element of the converter can be protected.

  Preferably, the control unit decreases the upper limit value of the voltage of the drive voltage system at a first predetermined change rate when the detected regenerative current is equal to or higher than the first threshold value, and sets the charging power limit value. Increase at a second predetermined rate of change.

  Thereby, the upper limit value of the voltage of the drive voltage system and the charge power limit value that can sufficiently recover the regenerative power and protect the switching element of the converter can be set by simpler control.

  Preferably, the control unit defines a correspondence relationship between the upper limit value of the driving voltage system voltage and the charging power limit value such that the charging power limit value increases as the upper limit value of the driving voltage system voltage decreases. Have When the regenerative current becomes equal to or greater than the first threshold, the control unit decreases the upper limit value of the voltage of the drive voltage system at the first predetermined change rate, and sets the charging power limit value according to the map.

  Accordingly, the charging power limit value can be set in accordance with the change in the upper limit value of the voltage of the drive voltage system.

  Preferably, in the map, the charging power limit value increases linearly from the first power to the second power as the upper limit value of the voltage of the driving voltage system decreases from the first voltage to the second voltage. It is determined as follows. When the regenerative current is less than the first threshold, the control unit sets the upper limit value of the voltage of the drive voltage system to the first voltage, and sets the charging power limit value to the first power according to the map. The control unit decreases the upper limit value of the voltage of the driving voltage system from the first voltage to the second voltage at a first predetermined change rate when the regenerative current becomes equal to or higher than the first threshold, and maps To set the charging power limit value.

  Thus, the correspondence between the upper limit value of the voltage of the drive voltage system and the charge power limit value can be determined by the map so that the regenerative power can be sufficiently collected and the switching element of the converter can be protected.

  Preferably, the control unit increases the upper limit value of the voltage of the drive voltage system from the second voltage to the first voltage at a third predetermined change rate when the regenerative current becomes equal to or less than the second threshold value. And the charging power limit value is set according to the map.

  When the regenerative current decreases, the charge power limit value can be reduced, so that the switching element of the converter can be protected even if the upper limit value of the voltage of the drive voltage system is increased. By increasing the upper limit value of the voltage of the drive voltage system, it is possible to cope with a large vehicle required power.

  According to the present invention, it is possible to prevent the decrease in the upper limit voltage of the boost converter from catching up with the increase in the regenerative current.

It is a block diagram for explaining a configuration example of a hybrid vehicle shown as a representative example of an electric vehicle according to an embodiment of the present invention. It is a circuit diagram explaining the structural example of the electric system of the hybrid vehicle shown in FIG. It is a figure showing the example of a setting of the upper limit of the system voltage VH of reference example 1, and the charging power limit value Win. It is a figure showing the example of a setting of the upper limit of the system voltage VH of reference example 2, and the charging power limit value Win. It is a figure for demonstrating the correspondence map of the charging power limiting value Win corresponding to the upper limit of the system voltage VH of this Embodiment. It is a figure showing the example of a setting of the upper limit of the system voltage VH of this Embodiment, and the charging power limit value Win. It is a flowchart showing the setting procedure of the upper limit of the system voltage VH and charging power limit value Win of embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram for explaining a configuration example of a hybrid vehicle shown as a representative example of an electric vehicle according to an embodiment of the present invention.

  Referring to FIG. 1, the hybrid vehicle includes an engine 100 corresponding to an “internal combustion engine”, a first MG (Motor Generator) 110, a second MG 120, a power split mechanism 130, a speed reducer 140, a battery 150, Drive wheel 160 and control device 500 are provided.

  The hybrid vehicle travels by driving force from at least one of engine 100 and second MG 120. Engine 100, first MG 110, and second MG 120 are connected via power split mechanism 130.

  The power split mechanism 130 is typically configured as a planetary gear mechanism. The power split mechanism 130 includes an external gear sun gear 131, an internal gear ring gear 132 arranged concentrically with the sun gear 131, a plurality of pinion gears 133 that mesh with the sun gear 131 and mesh with the ring gear 132, and a carrier 134. The carrier 134 is configured to hold a plurality of pinion gears 133 so as to rotate and revolve freely.

  The power split mechanism 130 splits the power generated by the engine 100 into two paths. One is a path for driving the drive wheels 160 via the speed reducer 140. The other is a path for driving the first MG 110 to generate power.

  The first MG 110 and the second MG 120 are typically three-phase AC rotating electric machines configured by permanent magnet motors.

  First MG 110 mainly operates as a “generator” and can generate electric power by the driving force from engine 100 divided by power split device 130. The electric power generated by first MG 110 is selectively used according to the running state of the vehicle and the state of charge (SOC) of battery 150. Thereafter, the electric power is adjusted in voltage by a converter described later and stored in the battery 150. First MG 110 can also operate as an electric motor as a result of torque control, for example, when motoring engine 100 at the time of engine start.

  Second MG 120 mainly operates as an “electric motor” and is driven by at least one of the electric power stored in battery 150 and the electric power generated by first MG 110. The power generated by the second MG 120 is transmitted to the drive shaft 135 and further transmitted to the drive wheel 160 via the speed reducer 140. Thereby, second MG 120 assists engine 100 or causes the vehicle to travel by the driving force from second MG 120.

  During regenerative braking of the hybrid vehicle, second MG 120 is driven by drive wheels 160 via reduction gear 140. In this case, the second MG 120 operates as a generator. Thus, second MG 120 functions as a regenerative brake that converts braking energy into electric power. At this time, the regenerative power generated by the second MG 120 is charged to the battery 150 via the inverter 220 and the converter 200. The regenerative braking of the hybrid vehicle is performed when a foot brake operation is performed and when the accelerator pedal is turned off.

  The battery 150 is an assembled battery configured by connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. The voltage of the battery 150 is about 200V, for example. Battery 150 can be charged with the electric power generated by first MG 110 or second MG 120. The temperature, voltage, and current of the battery 150 are detected by the battery sensor 152. The battery sensor 152 comprehensively indicates a temperature sensor, a voltage sensor, and a current sensor. During regenerative braking, a current (hereinafter referred to as regenerative current) IB flowing through the battery 150 is detected by the battery sensor 152.

  The control device 500 is configured to include a CPU (Central Processing Unit) and a memory (not shown), and executes a calculation process based on a detection value by each sensor by a software process according to a map and a program stored in the memory. Composed. Alternatively, at least a part of the control device 500 may be configured to execute predetermined numerical operation processing and / or logical operation processing by hardware processing using a dedicated electronic circuit or the like.

  Engine 100 is controlled in accordance with an operation command value from control device 500. First MG 110, second MG 120, converter 200, and inverters 210 and 220 are controlled by control device 500.

  FIG. 2 is a circuit diagram illustrating a configuration example of the electric system of the hybrid vehicle illustrated in FIG.

  Referring to FIG. 2, the electric system of the hybrid vehicle includes a converter 200, an inverter 210 corresponding to the first MG 110, an inverter 220 corresponding to the second MG 120, an SMR (System Main Relay) 230, and capacitors C1, C2. And are provided.

  Converter 200 includes two power semiconductor switching elements Q1 and Q2 (hereinafter also simply referred to as “switching elements”) connected in series, and diodes D1 and D2 provided corresponding to the switching elements Q1 and Q2, respectively. , Including reactor L.

  Switching elements Q1, Q2 are connected in series between positive electrode line PL2 and ground line GL connected to the negative electrode of battery 150. Switching element Q1 has a collector connected to positive line PL2, and switching element Q2 has an emitter connected to ground line GL. Diodes D1 and D2 are connected in antiparallel to switching elements Q1 and Q2, respectively. Switching element Q1 and diode D1 constitute the upper arm of converter 200, and switching element Q2 and diode D2 constitute the lower arm of converter 200.

  As the power semiconductor switching elements Q1 and Q2, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, a power bipolar transistor, or the like can be appropriately employed. On / off of each switching element Q1, Q2 is controlled by a switching control signal from control device 500.

  Reactor L has one end connected to positive line PL1 connected to the positive electrode of battery 150, and the other end connected to a connection node of switching elements Q1, Q2, that is, an emitter of switching element Q1 and a collector of switching element Q2. Connected to the connection point.

Capacitor C2 is connected between positive electrode line PL2 and ground line GL. Capacitor C2 smoothes the AC component of the voltage fluctuation between positive line PL2 and ground line GL. Capacitor C1 is connected between positive electrode line PL1 and ground line GL. Capacitor C1 smoothes the AC component of voltage fluctuation between positive line PL1 and ground line GL.

  Voltage sensor 180 detects a voltage between terminals of capacitor C2, which is an output voltage of converter 200, that is, voltage VH (system voltage or drive voltage system voltage) between positive line PL2 and ground line GL, and the detected value. Is output to the control device 500.

  Converter 200, inverter 210 and inverter 220 are electrically connected to each other via positive line PL2 and ground line GL.

  Converter 200 boosts the DC voltage supplied from battery 150 (the voltage across capacitor C1 or the voltage of the battery voltage system) during boosting operation, and supplies the boosted system voltage VH to inverters 210 and 220. More specifically, in response to a switching control signal from control device 500, an ON period of switching element Q1 and an ON period of Q2 are alternately provided, and the step-up ratio corresponds to the ratio of these ON periods. It becomes.

  During the step-down operation, converter 200 steps down system voltage VH supplied from inverters 210 and 220 via capacitor C2 and charges battery 150. More specifically, in response to a switching control signal from control device 500, a period in which only switching element Q1 is turned on and a period in which both switching elements Q1, Q2 are turned off are alternately provided, and the step-down ratio is This is in accordance with the duty ratio of the ON period.

  Inverter 210 is formed of a general three-phase inverter, and includes U-phase arm 15, V-phase arm 16, and W-phase arm 17. Arms 15-17 include switching elements Q3-Q8 and antiparallel diodes D3-D8.

  Inverter 210 operates when first MG 110 operates according to an operation command value (typically torque command value) set to generate a driving force (vehicle driving torque, power generation torque, etc.) required for vehicle traveling. As described above, the current or voltage of each phase coil of the first MG 110 is controlled. That is, inverter 210 performs bidirectional DC / AC power conversion between positive electrode line PL2 and first MG 110.

  Inverter 220 is formed of a general three-phase inverter, similarly to inverter 210. When the vehicle is traveling, the inverter 220 sets the second MG 120 according to an operation command value (typically a torque command value) set to generate a driving force (vehicle driving torque, regenerative braking torque, etc.) required for vehicle traveling. The current or voltage of each phase coil of the second MG 120 is controlled so as to operate. In other words, inverter 220 performs bidirectional DC / AC power conversion between positive line PL2 and second MG 120.

  Control device 500 calculates torque command value TR1 of first MG 110 and torque command value TR2 of second MG 120 based on accelerator opening Acc and vehicle speed V of the hybrid vehicle. Based on torque command value TR1 of first MG 110, torque command value TR2 of second MG 120, motor rotational speed MRN1 of first MG 110, and motor rotational speed MRN2 of second MG 120, control device 500 outputs an output voltage (system voltage) VH of converter 200. Set.

  During regenerative braking, the current flowing through the converter 200 flows through the switching element Q1 on the upper arm side and the diode D2 on the lower arm side. The diode D2 does not have a self-holding function with respect to the temperature rise. When the magnitude of the regenerative current IB is large, the current flowing through the diode D2 increases, and thus the diode D2 may be destroyed. Further, even when the system voltage VH is high, the energization time of the diode D2 becomes long, so that the diode D2 may be destroyed. In the present embodiment, the diode D2 is prevented from being destroyed by limiting the regenerative current IB and the system voltage VH.

  Control device 500 sets an upper limit value of system voltage VH. Control device 500 sets system voltage VH within a range equal to or lower than the upper limit value of system voltage VH. In addition, control device 500 sets charging power limit value Win indicating a limit value of charging power of battery 150. Therefore, at the time of regenerative braking, the magnitude of the regenerative current IB is limited by the charging power limit value Win.

  Next, a setting example of the charging power limit value Win and a setting value of the system voltage VH as reference examples will be described with reference to FIGS.

  In the following description, the sign of current (discharge current) when battery 150 is discharged is positive, and the sign of current (regenerative current and charge current) when battery 150 is charged is negative. Further, the sign of the charging power limit value Win is negative. A large regenerative current IB means that the absolute value of the regenerative current IB is large, and a large charge power limit value Win means that the absolute value of the charge power limit value Win is large.

(Reference Example 1)
As shown in FIG. 3, at the time of initial setting, the control device sets the charging power limit value Win to a relatively large value (−29 kW) in consideration of recovery of the regenerative current, and corresponds to a large vehicle required power. Therefore, the upper limit value VH of the system voltage VH is set to the maximum value (600V).

  The regenerative current IB regenerated by the brake operation increases at a constant change rate. When the regenerative current IB regenerated by the brake operation reaches the threshold value TH1, the control device decreases the upper limit value of the system voltage VH from 600V to 450V at a predetermined change rate in order to protect the diode D2. This is because if the system voltage VH is suddenly changed from 600 V to 450, control is hindered.

  On the other hand, since the charging power limit value Win is set to a relatively large value (−29 kw), the regenerative current IB continues to increase at a constant change rate without being limited by the charging power limit value Win.

  Since the rate at which the upper limit value of the system voltage VH decreases with respect to the rate at which the regenerative current IB increases, the regenerative current IB increases and the system voltage VH also increases. For example, even when the regenerative current IB reaches the maximum value, the upper limit value of the system voltage VH is reduced only to 550V. The occurrence of such a state may destroy the diode D2.

(Reference Example 2)
As shown in FIG. 4, at the time of initial setting, the control device sets the charging power limit value Win to a relatively low value (−25 kw) in consideration of protection of the diode D <b> 2, and corresponds to a large vehicle required power. Therefore, the upper limit value VH of the system voltage VH is set to the maximum value (600V).

  The regenerative current IB regenerated by the brake operation increases at a constant change rate. When the regenerative current IB regenerated by the brake operation reaches the threshold value TH1, the regenerative current IB does not increase any more due to the limit of the charging power limit Win. Therefore, in this case, since the magnitude of the regenerative current IB is severely limited, the diode D2 can be protected, but the regenerative current cannot be fully recovered.

(Setting example of this embodiment)
Next, a setting example of charging power limit value Win and a setting of system voltage VH according to the present embodiment will be described with reference to FIGS. 5 and 6.

  In the present embodiment, charging power limit value Win is set based on a correspondence map that defines a correspondence relationship with the upper limit value of system voltage VH. The correspondence map defines the correspondence relationship between the charging power limit value Win and the upper limit value of the system voltage VH as shown in FIG.

  That is, when the upper limit value of the system voltage VH is decreased from the first value (600V) to the second value (450V), the charging power limit value Win is changed from the first power (−25 kw) to the second power. It is determined to increase linearly up to (−29 kw). By setting charging power limit value Win with respect to the upper limit value of system voltage VH according to this correspondence map, destruction of diode D2 can be prevented and the regenerative current can be sufficiently recovered.

  As shown in FIG. 6, at the time of initial setting, control device 500 sets charging power limit value Win to a relatively low value (−25 kW) in consideration of protection of diode D <b> 2, and responds to a large vehicle required power. Therefore, the upper limit value VH of the system voltage VH is set to the maximum value (600 V) according to the correspondence map shown in FIG.

  The regenerative current IB regenerated by the brake operation increases at a constant change rate. The control device 500 decreases the upper limit value of the system voltage VH from 600V to 450V at a predetermined first change rate when the regenerative current IB regenerated by the brake operation reaches the threshold value TH1. Further, control device 500 increases charging power limit value Win at a predetermined second change rate by setting charging power limit value Win to recover the regenerative current according to the correspondence map shown in FIG.

  When the regenerative current IB reaches the threshold value TH1, the charging power limit Win (−25 kw) is limited. However, since the charging power limit value Win is increased, the regenerative current IB can be continuously increased. Even if the regenerative current IB increases, the upper limit value of the system voltage VH is lowered, so that the regenerative current IB is large and the system voltage VH is not large, so that the diode D2 is not destroyed.

  Thereafter, the regenerative current IB decreases at a constant change rate. When the regenerative current IB reaches the threshold value TH2, the upper limit value of the system voltage VH is increased from 450V to 600V at a predetermined third change rate. Further, the control device sets the charging power limit value Win in consideration of protection of the diode D2 in accordance with the correspondence map shown in FIG. 5, thereby reducing the charging power limit value Win at a predetermined fourth change rate.

(Operation flow)
FIG. 7 is a flowchart showing a procedure for setting the upper limit value of system voltage VH and charging power limit value Win according to the embodiment of the present invention.

  In step ST1, control device 500 sets the initial value of the upper limit value of system voltage VH to the maximum value (600V), and in step ST2, control device 500 sets charging power limit value Win to the initial value (−25 kW). ).

  In step ST3, when the regenerative current IB detected by the battery sensor 152 increases to the threshold value TH1 or more, the process proceeds to step ST4.

  In step ST3, when the regenerative current IB detected by the battery sensor 152 decreases to a threshold value TH2 or less, the process proceeds to step ST7.

  In step ST4, control device 500 decreases the upper limit value of system voltage VH from 600V to 450V at a predetermined first change rate. Thereby, control device 500 sets system voltage VH within a range equal to or lower than the upper limit value of current system voltage VH.

  Further, in step ST5, control device 500 sets charging power limit value Win to a predetermined second value by setting charging power limit value Win corresponding to the upper limit value of system voltage VH according to the correspondence map shown in FIG. Increase the rate of change.

  In step ST7, control device 500 increases the upper limit value of system voltage VH from 450V to 600V at a predetermined third change rate. Thereby, control device 500 sets system voltage VH within a range equal to or lower than the upper limit value of current system voltage VH.

  Further, in step ST7, control device 500 sets charging power limit value Win to a predetermined fourth value by setting charging power limit value Win corresponding to the upper limit value of system voltage VH according to the correspondence map shown in FIG. Decrease at the rate of change.

  As described above, according to the present embodiment, when the system voltage VH is decreased, the charging power limit value Win is increased, and when the system voltage VH is increased, the charging power limit value Win is increased. It can protect and recover the regenerative current.

  In the present embodiment, the control device decreases the upper limit value of the system voltage VH at a predetermined first change rate when the regenerative current becomes equal to or greater than the threshold, and according to the correspondence map, the upper limit value of the system voltage VH. Although the charging power limit value Win corresponding to the value is set, the present invention is not limited to this.

  For example, when the regenerative current becomes equal to or greater than the threshold, the control device increases the charging power limit value Win at a predetermined second change rate, and the system voltage VH corresponding to the charging power limit value Win is determined according to the correspondence map. By setting the upper limit value, the upper limit value of the system voltage VH may be decreased at a predetermined first change rate.

  Alternatively, without using the correspondence map, when the regenerative current becomes equal to or greater than the threshold, the control device decreases the upper limit value of the system voltage VH at a predetermined first change rate and sets the charging power limit value Win to a predetermined value. It is good also as increasing by the 2nd change rate. The predetermined first change rate and the predetermined second change rate are set in advance so that the regenerative current can be recovered to a necessary extent and the diode D2 can be protected.

  In addition, the first change rate to the fourth change rate may not be constant as long as the regenerative current can be recovered to a necessary extent and the diode D2 can be protected. The rate of change may change during the change of system voltage VH from 600 V to 450 V and during the change from 450 V to 600 V. The rate of change may change while the charging power limit value Win is changed from −25 kw to −29 kw, and while the charging power limit value Win is changed from −29 kw to −25 kw.

  In the present embodiment, when the regenerative current is equal to or greater than the threshold, the control device has a timing when the upper limit value of the system voltage VH decreases to 450 V and a timing when the charging power limit value Win increases to -29 kW. Although it was the same, it is not limited to this.

  If the regenerative current can be recovered to a necessary extent and the diode D2 can be protected, either the timing when the upper limit value of the system voltage VH decreases to 450V or the timing when the charging power limit value Win increases to -29 kW may be earlier. .

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  100 Engine, 102 Crankshaft, 110 1st MG, 120 2nd MG, 130 Power split mechanism, 131 Sun gear, 132 Ring gear, 133 Pinion gear, 134 Carrier, 135 Ring gear shaft (drive shaft), 140 Reducer, 150 Battery, 152 Battery sensor , 160 drive wheel, 180 voltage sensor, 200 converter, 210, 220 inverter, 230 SMR, 500 controller, PL1, PL2 positive line, GL ground line, Q1-Q8 switching element, D1-D8 diode, C1, C2 capacitor, L reactor.

Claims (5)

A power storage device;
An electric motor,
A converter capable of boosting the voltage of the power storage device and supplying the boosted voltage to a drive voltage system connected to the electric motor, and stepping down the voltage of the drive voltage system and storing the voltage in the power storage device; ,
A sensor for detecting the magnitude of the regenerative current during regenerative braking;
A control unit for setting a charging power limit value of the power storage device and an upper limit value of the voltage of the drive voltage system,
The control unit decreases the upper limit value of the voltage of the drive voltage system with time and increases the charging power limit value with time when the detected regenerative current is equal to or greater than a first threshold value. , Hybrid vehicle.   The control unit decreases the upper limit value of the voltage of the drive voltage system at a first predetermined change rate when the detected regenerative current is equal to or greater than the first threshold value, and limits the charging power The hybrid vehicle according to claim 1, wherein the value is increased at a second predetermined change rate. The control unit determines a correspondence relationship between the upper limit value of the driving voltage system voltage and the charging power limit value such that the charging power limit value increases as the upper limit value of the driving voltage system voltage decreases. Have a map
The control unit decreases the upper limit value of the voltage of the drive voltage system at the first predetermined change rate when the regenerative current becomes equal to or higher than the first threshold, and the charging power according to the map. The hybrid vehicle according to claim 2, wherein a limit value is set. In the map, the charging power limit value increases linearly from the first power to the second power as the upper limit value of the voltage of the driving voltage system decreases from the first voltage to the second voltage. Is defined as
The control unit sets an upper limit value of the voltage of the drive voltage system to the first voltage when the regenerative current is less than the first threshold, and sets the charging power limit value according to the map to the first voltage. Set to power,
The control unit sets the upper limit value of the voltage of the drive voltage system from the first voltage to the second voltage when the regenerative current becomes greater than or equal to the first threshold value. The hybrid vehicle according to claim 3, wherein the charging power limit value is set in accordance with the map, and the charging power limit value is set in accordance with the map.   The control unit sets the upper limit value of the voltage of the drive voltage system at a third predetermined change rate from the second voltage to the first voltage when the regenerative current becomes a second threshold value or less. The hybrid vehicle according to claim 4, wherein the charge power limit value is increased and the charging power limit value is set according to the map.

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