JP2017079577A - Charging system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress deterioration of a power storage device, while preventing use of an electric vehicle from being started regardless of the fact that charging of the power storage device is not yet completed, in timer charging control.SOLUTION: A charging system 1 includes an ECU180 for charging a power storage device mounted on a vehicle according to a schedule, by using the power supplied from a power supply on the outside of the vehicle, and a computer 510 for calculating the schedule, so that the charging of the power storage device 120 is completed prior to the departure schedule time of a vehicle 100 by a predetermined charge margin. The computer 510 increases the charge margin when use of the vehicle 100 is started before the departure schedule time, and decreases the charge margin when use of the vehicle 100 is started upon elapsing a predetermined time after the departure schedule time. Increment of the charge margin is larger than decrement of the charge margin.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a charging system, and more particularly, to a charging system configured to be able to charge a power storage device mounted on a vehicle by a power source outside the vehicle.

  In an electric vehicle such as a plug-in hybrid vehicle or an electric vehicle, an in-vehicle battery is charged using electric power supplied from a power source outside the vehicle. Hereinafter, such charging is also referred to as “external charging”. In external charging, a technique related to timer charging for charging a vehicle-mounted battery according to a schedule has been proposed.

  For example, in the vehicle charge control method disclosed in Japanese Patent Laid-Open No. 2013-215084 (Patent Document 1), an SOC (State Of Charge) target, a charge start time, and a charge are determined based on fee information and vehicle behavior trend data. The charge setting including the completion time is determined. The trend data includes vehicle travel distance, SOC, IG-ON (ignition on) time, departure time, home stay time, and the like.

  For example, Japanese Patent Laying-Open No. 2015-61337 (Patent Document 2) discloses a charging time fluctuation margin indicating a charging time estimated from a required charging amount and a time width in which the charging time can vary depending on a change in battery temperature. The control apparatus of the charge system which sets charge start scheduled time based on this is disclosed.

JP 2013-215084 A Japanese Patent Laying-Open No. 2015-61337

  In consideration of the possibility that the time required for external charging will fluctuate or the user's departure time may be around the scheduled departure time, the scheduled charging completion time is set ahead of the scheduled departure time by a predetermined margin. It is possible to do. If the margin is set too short, if the time required for external charging is longer than planned, or if the user's departure time is earlier than planned, the departure time may arrive prior to completion of external charging. It cannot be excluded. That is, there is a possibility that the use of the electric vehicle is started even when the external charging of the power storage device is not completed, and a sufficient cruising distance cannot be secured.

  On the other hand, the power storage device generally tends to deteriorate when left in a high SOC state. Therefore, if the margin is set excessively long, the storage period of the power storage device in the high SOC state from the charging completion time to the departure time becomes long, and the power storage device may be further deteriorated.

  The present invention has been made to solve the above-described problem, and its purpose is to prevent the start of the use of the electric vehicle even though the charging of the power storage device is not completed in the timer charging control, It is to suppress the deterioration of the power storage device.

  A charging system according to an aspect of the present invention uses a power supplied from a power supply external to a vehicle to charge a power storage device mounted on the vehicle according to a schedule, and a scheduled time when the use of the vehicle is started. And a calculation device that calculates a schedule so that charging of the power storage device is completed in advance by a predetermined margin. When the use of the vehicle is started before the scheduled time, the calculation device increases the margin, while when the use of the vehicle is started after a predetermined time has elapsed from the scheduled time, Decrease the margin. The margin increase amount is larger than the margin decrease amount.

  According to the above configuration, the increase amount of the margin is larger than the decrease amount of the margin. By setting the margin increase amount relatively large, it is possible to greatly reduce the possibility of starting to use the vehicle in a state where charging of the power storage device is not completed, and to ensure a cruising range. On the other hand, although it is preferable to shorten the storage time of the power storage device in the high SOC state to suppress deterioration of the power storage device, it is sufficient to set the margin reduction amount excessively large and reduce the margin greatly at once. There is a high possibility that the cruising range will not be secured. Therefore, the margin reduction amount is set relatively small. Thus, securing the cruising distance is prioritized over suppressing the deterioration of the power storage device, and it is possible to achieve both the securing of the cruising distance and the suppression of deterioration of the power storage device.

  ADVANTAGE OF THE INVENTION According to this invention, deterioration of an electrical storage apparatus can be suppressed, preventing use of an electric vehicle being started even if charge of an electrical storage apparatus is not completed in timer charge control.

1 is an overall configuration diagram of a charging system according to an embodiment of the present invention. It is a whole block diagram which shows the structure of an electric vehicle. It is a figure for demonstrating the setting method of the charge margin when the departure performance time is before the scheduled departure time. It is a figure for demonstrating the setting method of the charge margin when the departure performance time is after the scheduled departure time. It is a flowchart which shows the process sequence of a timer charge. It is a flowchart which shows the setting procedure of the charge margin at the time of next timer charge.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is an overall configuration diagram of a charging system according to an embodiment of the present invention. The charging system 1 includes a vehicle 100, a charging stand 200, a smartphone 300, a charging cable 400, and a data center 500.

  Vehicle 100 is an electric vehicle, and is an electric vehicle in the present embodiment. However, the vehicle 100 may be a plug-in hybrid vehicle. Vehicle 100 is connected to charging station 200 via charging cable 400.

  Charging stand 200 is a device that supplies electric power from a power source (not shown) to vehicle 100. Vehicle 100 stores the electric power supplied from charging station 200 in power storage device 120 (see FIG. 2) mounted on vehicle 100. Vehicle 100 has a function of executing external charging according to a preset schedule. External charging by such a function is also referred to as “timer charging”.

  The data center 500 includes a computer 510 and generates various types of time information related to timer charging control. The vehicle 100 has a wireless communication function. The vehicle 100 transmits / receives various time information related to timer charging control to / from the data center 500 and the smartphone 300 through the communication network. Details of the time information in the timer charging control will be described later.

  FIG. 2 is an overall block diagram showing the configuration of the vehicle 100. The vehicle 100 includes a charging inlet 110, a power storage device 120, a charger 130, a PCU (Power Control Unit) 140, an MID (Multi Information Display) 150, a touch panel 160, a DCM (Data Communication Module) 170, ECU (Electronic Control Unit) 180.

  The charging inlet 110 is configured so that the charging connector 410 of the charging cable 400 can be connected. In a state where the charging connector 410 is connected to the charging inlet 110, electric power from the charging stand 200 (see FIG. 1) is supplied to the vehicle 100 via the charging connector 410 and the charging inlet 110.

  The power storage device 120 is a power storage element configured to be chargeable / dischargeable. The power storage device 120 includes, for example, a secondary battery such as a lithium ion battery, a nickel hydride battery or a lead storage battery, or a power storage element such as an electric double layer capacitor.

  The charger 130 converts an alternating current supplied from the charging stand 200 via the charging inlet 110 into a direct current. The charger 130 increases or decreases the voltage to a desired voltage and supplies the voltage to the power storage device 120. The charger 130 includes, for example, a rectifier circuit that converts an alternating current into a direct current, and a converter that steps up or down a voltage.

  PCU 140 includes an inverter, a motor connected to the inverter, and the like, and generates a driving force for driving vehicle 100 using electric power supplied from power storage device 120.

  The MID 150 is a display device for displaying various information related to the vehicle 100. The MID 150 is realized by, for example, a liquid crystal display or an organic EL (Electro Luminescence) display. Touch panel 160 accepts various user operations on vehicle 100. Note that a physical switch (not shown) may be provided instead of the touch panel as an operation unit that receives user operations.

  The DCM 170 is a communication device capable of wireless communication with the outside. The DCM 170 is a communication module compliant with a communication standard such as W-CDMA (Wideband Code Division Multiple Access), LTE (Long Term Evolution), or a wireless LAN standard such as IEEE (Institute of Electrical and Electronic Engineers) 802.11. Including. However, the communication standard is not particularly limited.

  ECU 180 incorporates a CPU (Central Processing Unit) and a memory (not shown), and each device (charger 130, PCU 140, etc.) of vehicle 100 based on information stored in the memory or information from each sensor (not shown). MID 150, touch panel 160, and DCM 170) are controlled. ECU 180 has a built-in timer (not shown) and can recognize the current time.

  ECU 180 transmits / receives time information related to the schedule of the timer charging control to / from computer 510 via DCM 170. The ECU 180 transmits and receives the time information to and from the smartphone 300 via the DCM 170.

  More specifically, the computer 510 generates a time (scheduled departure time) when the next use start (that is, departure) of the vehicle 100 is scheduled based on the past use history (user tendency) of the vehicle 100. . The scheduled departure time is output from the computer 510 to the ECU 180. ECU 180 notifies the user of the scheduled departure time received from computer 510 using MID 150 or smartphone 300.

  The user confirms the scheduled departure time, and when the correction is necessary, the user operates the touch panel 160 or the smartphone 300 to correct the scheduled departure time. The corrected departure scheduled time is output from the ECU 180 to the computer 510.

  The computer 510 calculates a time when charging is scheduled for the timer charging control (scheduled charging completion time) based on the originally scheduled departure time generated or, if corrected by the user, the corrected scheduled departure time. . The scheduled charging completion time is output from the computer 510 to the ECU 180.

  ECU 180 executes timer charging control so that charging of power storage device 120 is completed at the scheduled charging completion time received from computer 510.

  In the charging system 1 configured as described above, a main function realized by the computer 510 is a margin setting function in timer charging control. The margin setting function is a function for setting a charging completion scheduled time prior to the scheduled departure time by a charging margin.

  Hereinafter, the margin setting function will be described in detail. There may be a case where the user's actual departure time (departure actual time) is before the scheduled departure time, and a case where the actual departure time is after the scheduled departure time.

  FIG. 3 is a diagram for explaining a charging margin setting method when the departure actual time is before the scheduled departure time. FIG. 3 (A) shows a state before the start of charging. When the charging cable 400 is connected to the charging inlet 110 in the n-th (n is a natural number) timer charging, the scheduled departure time (t3) is set based on the past usage history of the vehicle 100. Further, in consideration of the charging margin, the scheduled charging completion time (t1) is set prior to the scheduled departure time by the charging margin M (n).

  FIG. 3B shows a state after charging of power storage device 120 is completed and vehicle 100 departs. In the example shown in FIG. 3B, the charging completion time (t1) coincides with the charging completion scheduled time (t1), but the subsequent departure time (departure actual time) of the user becomes earlier than the scheduled departure time. It is shown. Thus, when the error ΔT (= t2−t3) between the actual departure time (t2) and the estimated departure time (t3) is negative, the user will continue to depart earlier than the estimated departure time (t3). It can be said that there is a tendency to do. Nevertheless, if the charging margin M (n + 1) at the next charging is set to the same value as the current charging margin M (n), the vehicle 100 is used even though the charging of the power storage device 120 is not completed. It may start.

  Therefore, as shown in FIG. 3C and the following equation (1), the charging margin M (n + 1) at the next charging is set larger than the current charging margin M (n) by Δgain. Thereby, at the next charging, the scheduled charging completion time is set to a time (tgain) before the scheduled charging completion time (t1).

M (n + 1) = M (n) + Δgain (1)
FIG. 4 is a diagram for explaining a charging margin setting method when the departure actual time is later than the scheduled departure time. Since FIG. 4A is similar to FIG. 3A, description thereof will not be repeated.

  FIG. 4B shows a state after charging of power storage device 120 is completed and vehicle 100 departs. In the example shown in FIG. 4, the error ΔT (= t5−t3) between the actual departure time t5 and the scheduled departure time t3 is positive.

  In many cases, the scheduled departure time and the actual departure time do not coincide completely. Therefore, a target range is defined as a time width that allows the power storage device 120 to be left in a high SOC state. More specifically, the start point of the target range is set to the scheduled departure time (t3). The end point of the target range is set at a time (t4) when a predetermined period has elapsed from the scheduled departure time (t3). The time difference between time t3 and time t4 depends on the type of power storage device 120, the temperature of power storage device 120, or the SOC at the completion of charging, but is set to, for example, about several tens of minutes.

  When the storage time ΔL (= t5−t1) in the high SOC state of the power storage device 120 is within the target range, deterioration of the power storage device 120 can be suppressed to some extent. On the other hand, as shown in FIG. 4B, when the leaving time ΔL (= t4−t1) is out of the target range, the power storage device 120 may deteriorate.

  Therefore, as shown in FIG. 4C and the following equation (2), the charging margin M (n + 1) at the next charging is set smaller than the current charging margin M (n) by Δloss. As a result, at the next charging, the scheduled charging completion time is set to a time (tloss) later than the current scheduled charging completion time (t1).

M (n + 1) = M (n) −Δloss (2)
In the setting of the charging margin as described above, it is desirable to appropriately set the charging margin increase amount Δgain and the decrease amount Δloss.

  In the present embodiment, the charging margin increase amount Δgain is set larger than the charging margin decrease amount Δloss (Δgain> Δloss). By setting the charging margin increase amount Δgain relatively large, it is possible to reduce the possibility that the vehicle 100 departs even though the charging of the power storage device 120 is not completed, and to secure a cruising range. .

  On the other hand, although it is preferable to reduce the storage time ΔL in the high SOC state of the power storage device 120 to suppress deterioration of the power storage device 120, if the charging margin is greatly reduced at once (if the reduction amount Δloss is set excessively large). ), The vehicle 100 starts in a state where the charging of the power storage device 120 is not completed, and there is a high possibility that the cruising distance cannot be secured. Therefore, in the present embodiment, the charging margin decrease amount Δloss is set to be relatively small. As a result, securing the cruising distance is prioritized over suppressing the deterioration of the power storage device 120, while ensuring the cruising distance and suppressing the deterioration of the power storage device 120 to some extent.

  FIG. 5 is a flowchart showing a processing procedure for timer charging. In FIG. 5, a series of processes executed by the ECU 180 is shown on the left side in the figure, and a series of processes executed by the computer 510 is shown on the right side in the figure. Each step (hereinafter abbreviated as S) is basically realized by software processing by the ECU 180 or the computer 510, but may be realized by hardware processing using an electronic circuit (not shown) produced in the ECU 180 or the computer. Good. This flowchart is called from the main routine and executed repeatedly when a predetermined condition is satisfied or every predetermined period. Communication performed between ECU 180 and computer 510 is indicated by a one-dot chain line.

  In S110, ECU 180 determines whether or not charging cable 400 is connected. More specifically, ECU 180 can determine the connection state of charging cable 400 depending on whether or not a connection signal (not shown) output from charging connector 410 is received.

  If charging cable 400 is not connected (NO in S110), ECU 180 skips the subsequent processing and returns the processing to the main routine. When charging cable 400 is connected (YES in S110), ECU 180 outputs to computer 510 that charging cable 400 is connected.

  When computer 510 receives from ECU 180 that charging cable 400 is connected, it determines that it is necessary to set a schedule for timer charging (YES in S210), and this scheduled departure time of this time from past usage history of vehicle 100 Is calculated (S220). The calculated scheduled departure time is output to ECU 180.

  In S120, ECU 180 displays the scheduled departure time received from computer 510 on MID 150 and smartphone 300, and confirms with the user whether there is a problem with the time. When the displayed scheduled departure time needs to be changed (NO in S130), the user operates touch panel 160 or smartphone 300 to input a desired scheduled departure time. ECU 180 receives the scheduled departure time after correction by the user, and outputs the time to computer 510 (S140). When the user approves the scheduled departure time displayed on MID 150 or smartphone 300, ECU 180 skips the process of S140 and advances the process to S150.

  In S230, the computer 510 reads the charging margin M (n) stored in the built-in memory. Further, in S240, computer 510 calculates, as a scheduled charging completion time, a time that precedes charging margin M (n) from the scheduled departure time calculated in S220 or the scheduled departure time received from ECU 180 in S140. The computer 510 outputs the scheduled charging completion time to the ECU 180.

  When ECU 180 receives the scheduled charging completion time from computer 510, ECU 180 executes timer charging control of power storage device 120 so that external charging is completed at the scheduled charging completion time.

  When charging of power storage device 120 is completed and charging cable 400 is disconnected from charging inlet 110 (YES in S160), ECU 180 outputs the time when charging cable 400 was disconnected to computer 510 as the actual departure time. The departure actual time may be a time when the user gets into the vehicle 100 and driving of the vehicle 100 is started. Thereafter, the process is returned to the main routine.

  FIG. 6 is a flowchart showing a procedure for setting the charging margin M (n + 1) during the next timer charging. The flowchart shown in FIG. 6 is executed by computer 510 after computer 510 receives the departure time from ECU 180.

  In S310, computer 510 calculates error ΔT between the actual departure time received from ECU 180 and the scheduled departure time. Then, the computer 510 determines the sign of the error ΔT (S320).

  If error ΔT is approximately zero (ΔT = 0 in S320), computer 510 determines that the actual departure time and the estimated departure time substantially coincide with each other, and proceeds to S340 to set current charging margin M (n). Maintain (M (n + 1) = M (n)). Note that the case where the error ΔT is substantially 0 includes the case where the absolute value of the error ΔT is smaller than a predetermined value.

  When the departure actual time is later than the scheduled departure time (ΔT> 0 in S320), computer 510 determines whether or not leaving time ΔL of power storage device 120 in the high SOC state is within the target range. When leaving time ΔL is within the target range (YES in S330), computer 510 maintains current charging margin M (n), assuming that deterioration of power storage device 120 can be suppressed even with current charging margin M (n). (S340).

  On the other hand, when leaving time ΔL is out of the target range (NO in S330), computer 510 advances the process to S360, and charging at the next charging is performed because deterioration of power storage device 120 is likely to proceed with current charging margin M (n). The margin M (n + 1) is decreased by a decrease amount Δloss from the current charging margin M (n).

  On the other hand, when the departure actual time is earlier than the scheduled departure time in S320 (ΔT <0 in S320), computer 510 advances the process to S370, and power storage device 120 at current charging margin M (n). Assuming that there is a possibility that the vehicle 100 will start even though is not fully charged, the charging margin M (n + 1) at the next charging is increased by an increase amount Δgain from the current charging margin M (n). As described above, the charging margin increase amount Δgain is larger than the charging margin decrease amount Δloss.

  The charging margin M (n + 1) for the next charging set in S340, S360, and S370 is stored in a non-volatile manner in a built-in memory (not shown) of the computer 510 (S350).

  As described above, according to the present embodiment, the charging margin increase amount Δgain is larger than the charging margin decrease amount Δloss. When the use of the vehicle 100 is started before the scheduled departure time, by setting the charging margin increase amount Δgain to be relatively large, the vehicle is in a state where charging of the power storage device 120 is not completed at the next charging. The possibility that 100 will depart can be reduced, and a cruising range can be secured.

  Although it is preferable to shorten the storage time ΔL of the power storage device 120 at a high SOC to suppress the deterioration of the power storage device 120, if the charge margin is greatly reduced at once, the vehicle is in an uncompleted state of charge of the power storage device 120. 100 will start, and there is a high possibility that the cruising range cannot be secured. Accordingly, securing the cruising distance is prioritized over suppressing the deterioration of the power storage device 120 and setting the cruising distance and the power storage device 120 by setting the charging margin decrease amount Δloss relatively small. It is possible to achieve both suppression of deterioration.

  In the present embodiment, ECU 180 mounted on vehicle 100 corresponds to the “control device” according to the present invention, and computer 510 provided in data center 500 corresponds to the “calculation device” according to the present invention. However, both the “control device” and the “calculation device” according to the present invention may be mounted on the vehicle 100.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  DESCRIPTION OF SYMBOLS 1 Charging system, 100 Vehicle, 110 Charging inlet, 120 Power storage device, 130 Battery charger, 140 PCU, 150 MID, 160 Touch panel, 170 DCM, 180 ECU, 200 Charging stand, 300 Smartphone, 400 Charging cable, 410 Charging connector, 500 Data center, 510 computer.

Claims (1)

A control device for charging a power storage device mounted on the vehicle according to a schedule using electric power supplied from a power source outside the vehicle;
A calculation device that calculates the schedule so that charging of the power storage device is completed ahead of a predetermined margin from a scheduled time when the use of the vehicle is started,
When the use of the vehicle is started before the scheduled time, the calculation device increases the margin while starting to use the vehicle after a predetermined time has elapsed from the scheduled time. If so, reduce the margin,
The charging system, wherein the margin increase amount is larger than the margin decrease amount.

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