JP2017112651A - Control device and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device that can strike a balance between improvement in ride feeling of a vehicle and suppressing of precipitation of metals.SOLUTION: The control device for controlling chargeable electrical power of a battery mounted to a vehicle includes a control part for acquiring vehicle speed information having a value corresponding to a vehicle speed S of the vehicle and a battery temperature T of the battery and controlling a change rate of the chargeable electrical power based on the vehicle speed information and the battery temperature when reducing an absolute value of chargeable electrical power to less than the current value.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device and a control method, and more particularly to a control device and a control method for controlling chargeable power of a secondary battery.

  An electric vehicle, a hybrid car, and the like are equipped with a secondary battery, and are driven using electric power stored in the secondary battery. Some of these vehicles have a regenerative braking function in which braking is performed by changing the rotation energy of tires to electric power by causing an electric motor to function as a generator during vehicle braking. The obtained regenerative power is stored in the secondary battery and reused when accelerating. The secondary battery is controlled so that the charging power is lower than the fully charged state in order to accept the regenerative power.

  Patent Document 1 discloses a control device that controls battery power that is charged and discharged by a secondary battery mounted on an electric vehicle. The control device changes battery power based on battery characteristics such as battery temperature, current, and voltage.

JP 2008-135281 A

However, the control device described in Patent Document 1 has a problem that if the battery power change is large, the regenerative torque is lost and the person riding in the vehicle may feel uncomfortable and the ride comfort may be reduced. To solve this problem, for example, it may be possible to moderately change the battery power. In this case, depending on the use conditions, the secondary battery becomes overcharged and lithium deposition occurs at the electrode. There is a case. It is preferable to suppress the metal deposition on the electrode because it may deteriorate the quality of the battery.
The objective of this invention is providing the control apparatus and control method of a secondary battery which can make compatible the improvement of riding comfort of a vehicle, and suppression of metal deposition.

  A control device for a secondary battery according to the present invention is a control device that controls chargeable power of a battery mounted on a vehicle, and includes vehicle speed information having a value corresponding to a vehicle speed of the vehicle and a battery temperature of the battery. When acquiring and making the absolute value of the rechargeable power smaller than the current value, a control unit is provided that controls the rate of change of the rechargeable power based on the vehicle speed information and the battery temperature.

  A secondary battery control method according to the present invention is a control method performed by a control device that controls chargeable power of a battery mounted on a vehicle, the vehicle speed information having a value corresponding to the vehicle speed of the vehicle, and the When the battery temperature is acquired and the absolute value of the rechargeable power is made smaller than the current value, the rate of change of the rechargeable power is controlled based on the vehicle speed information and the temperature of the battery.

  ADVANTAGE OF THE INVENTION According to this invention, it is possible to make compatible improvement of the riding comfort of a vehicle, and suppression of metal precipitation.

It is a block diagram of the electric vehicle carrying the control apparatus of the secondary battery which concerns on one Embodiment of this invention. 4 is a flowchart for explaining a control method of the secondary battery according to the embodiment. It is a flowchart for demonstrating the detail of the target value P1 calculation process of FIG.2 S101. 3 is a flowchart for explaining details of a current chargeable power P2 calculation process in step S102 of FIG. 2. It is a correspondence table | surface which shows the change rate of the chargeable power with respect to the vehicle speed and battery temperature in the case of making the absolute value of chargeable power small. 6 is a correspondence table showing a change rate of chargeable power with respect to vehicle speed when an absolute value of chargeable power is increased. It is a figure for demonstrating the outline | summary of the control method of the secondary battery which concerns on the embodiment, Comprising: It is the control method of chargeable electric power in the case of making absolute value of chargeable electric power small, Comprising: The vehicle speed is low and is the same It is a figure which compares two patterns from which battery temperature differs. It is a control method of rechargeable electric power in the case where the absolute value of rechargeable electric power is made small, and is a diagram comparing two patterns having the same vehicle speed and different battery temperatures. It is a control method of rechargeable electric power in the case of reducing the absolute value of rechargeable electric power, and compares two patterns with the same battery temperature and different vehicle speeds. It is a control method of rechargeable power in the case of increasing the absolute value of rechargeable power, and is a diagram comparing two patterns with different vehicle speeds.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In addition, in this specification and drawing, the description which overlaps may be abbreviate | omitted by attaching | subjecting the same code | symbol about the component which has the same function.

(Hardware configuration of electric vehicle 1)
FIG. 1 is a configuration diagram of an electric vehicle 1 according to an embodiment of the present invention. The electric vehicle 1 includes a battery pack 10, an inverter 11, a motor 12, a vehicle speed detection unit 13, and a vehicle control unit 14.

  The battery pack 10 can function as a power source that stores electric power and supplies the stored electric power. The battery pack 10 supplies power to the inverter 11. The inverter 11 converts the DC power supplied from the battery pack 10 into AC power. The inverter 11 supplies AC power obtained by the conversion to each part of the electric vehicle 1 such as the motor 12. The motor 12 rotationally drives a tire (not shown) of the electric vehicle 1 using the electric power supplied from the inverter 11. The electric vehicle 1 has a function of regenerative braking in which braking is performed by causing the motor 12 to function as a generator and changing the rotational energy of the tire to electric power during vehicle braking. The obtained regenerative power is stored in the battery pack 10.

  The vehicle speed detection unit 13 acquires vehicle speed information having a value corresponding to the vehicle speed of the electric vehicle 1. The vehicle speed information includes a value corresponding to the vehicle speed, for example, the vehicle speed (ground speed) itself, the rotation speed of the motor 12, and the like. The vehicle speed detection part 13 should just be a thing which can detect the value according to the vehicle speed, and the detection system is not ask | required. For example, the vehicle speed detection unit 13 may use a sensor that detects the rotational speed of the rotation axis of the tire using a magnetic sensor or an optical sensor, a sensor that detects the ground speed using a spatial filter, or the like. The vehicle speed detection unit 13 outputs the acquired vehicle speed information to the vehicle control unit 14.

  The vehicle control unit 14 controls the operation of the entire electric vehicle 1. The vehicle control unit 14 is connected to the components of the electric vehicle 1 such as the battery pack 10 via an in-vehicle network such as a CAN (Controller Area Network). The vehicle control unit 14 receives the vehicle speed information output by the vehicle speed detection unit 13 and outputs the received vehicle speed information to the battery pack 10 in response to a request from the battery pack 10.

  A more detailed configuration of the battery pack 10 will be described. The battery pack 10 includes a battery unit 21, a junction box 22, and a battery control unit 23.

  The battery unit 21 includes a plurality of electrically connected battery modules 210, a negative electrode terminal 211 and a positive electrode terminal 212 that are terminals as the battery unit 21 to which the plurality of battery modules 210 are connected, a temperature detection unit 213, A voltage detection unit 214 and a current detection unit 215 are included. Each battery module 210 includes a plurality of battery cells, and the battery cells are chargeable / dischargeable secondary batteries such as lithium ion secondary batteries. The temperature detector 213 detects the battery temperature T of the battery unit 21. The temperature detection unit 213 is connected to the battery control unit 23 and outputs the detected battery temperature T to the battery control unit 23. The voltage detection unit 214 detects the voltage V of the battery unit 21. The voltage detection unit 214 is connected to the battery control unit 23 and outputs the detected voltage V to the battery control unit 23. The current detection unit 215 detects the current I of the battery unit 21. The current detection unit 215 is connected to the battery control unit 23 and outputs the detected current I to the battery control unit 23.

  The junction box 22 has a plurality of relays arranged in the middle of the high-voltage harness connected to the battery unit 21. Specifically, the junction box 22 includes a negative electrode relay 221, a positive electrode relay 222, a precharge relay 223, and a precharge resistor 224. The negative electrode relay 221 is interposed between the negative electrode terminal 211 of the battery unit 21 and the inverter 11 and switches between conduction and interruption of the output circuit. The positive relay 222 is interposed between the positive terminal 212 of the battery unit 21 and the inverter 11 and switches conduction / interruption of the output circuit. The precharge relay 223 and the precharge resistor 224 are connected in parallel with the positive electrode relay 222 to form a detour path. The negative electrode relay 221, the positive electrode relay 222, and the precharge relay 223 are connected to the battery control unit 23 via a communication line, and are turned on / off according to instructions from the battery control unit 23.

  The battery control unit 23 is a controller that controls the operation of the battery pack 10, for example, a BMS (Battery Management System). The battery control unit 23 is connected to each relay of the temperature detection unit 213, the voltage detection unit 214, the current detection unit 215, and the junction box 22 through a communication line. The battery control unit 23 includes a battery temperature T output from the temperature detection unit 213, a voltage V output from the voltage detection unit 214, a current I output from the current detection unit 215, vehicle speed information output from the vehicle control unit 14, and the like. To get. The battery control unit 23 performs control of the battery unit 21, for example, adjustment of chargeable power, using the acquired information. Details of the adjustment of the chargeable power performed by the battery control unit 23 will be described below.

(Battery power control)
FIG. 2 is a flowchart for explaining a chargeable power control procedure performed by the battery control unit 23 according to the present embodiment. The battery control unit 23 can execute the operation procedure shown in FIG. 2 at predetermined time intervals. For example, the battery control unit 23 executes the operation procedure of FIG. 2 every 10 ms.

  The battery control unit 23 acquires the battery temperature T detected by the temperature detection unit 213, the current I detected by the current detection unit 214, and the voltage V detected by the voltage detection unit 215, and the vehicle speed S as vehicle speed information from the vehicle control unit 14. Is acquired (step S100).

  The battery control unit 23 calculates a target value P1 of rechargeable power based on information indicating the state of the battery unit 21, for example, the battery temperature T, the current I, and the voltage V, and the calculated SOC (State Of Charge) (step S1). S101).

  When the target value P1 of the rechargeable power is calculated, the battery control unit 23 obtains the rate of change of the rechargeable power and calculates the current chargeable power P2 from the target value P1 and the rate of change (step S102).

  When the current chargeable power P2 is calculated, the battery control unit 23 transmits the calculated chargeable power P2 to the vehicle control unit 14 (step S103).

  When the vehicle control unit 14 receives the rechargeable power P2 from the battery control unit 23 in step S103, the vehicle control unit 14 controls the operation of the electric vehicle 1 based on the value of the rechargeable power P2. Therefore, the battery power of the battery unit 21 is changed according to the value of the chargeable power P2. Next, details of the target value P1 calculation process in step S101 and the current chargeable power P2 calculation process in step S102 will be described.

  FIG. 3 is a diagram showing details of step S101 in FIG. The battery control unit 23 first determines whether an abnormality has occurred in the CPU (Central Processing Unit) forming the battery control unit 23 and sensors such as the temperature detection unit 213, the voltage detection unit 214, and the current detection unit 215. (Step S200).

When no abnormality occurs in the sensor and the CPU, the battery control unit 23 calculates a target value P1 of rechargeable power according to the current battery temperature T, current I, voltage V, and SOC. The target value P1 is a value after changing the chargeable power. (Step S201).
When an abnormality has occurred in the sensor or the CPU, the battery control unit 23 sets a predetermined value as the target value P1 of chargeable power. Then, the battery control unit 23 turns on the target charging power abnormality flag (step S202).

  Thereby, target value P1 of chargeable electric power is determined. The target value P1 is a value corresponding to the current state of the battery when there is no abnormality in the sensor and the CPU, and is a predetermined value when there is an abnormality in the sensor or the CPU.

  FIG. 4 is a diagram showing details of step S102 in FIG. The battery control unit 23 first determines whether or not the target charging power abnormality flag is OFF and the vehicle speed sensor is normal (step S300).

  When the target charge power abnormality flag is ON or the vehicle speed sensor is abnormal, the battery control unit 23 substitutes the target value P1 for the current chargeable power P2 (step S301). Thereby, in a situation where it is difficult to accurately grasp the state of the battery unit 21 or the state of the electric vehicle 1, the predetermined target value P1 is used and the rate of change of the chargeable power is increased. It is possible to suppress metal deposition on the 21 electrodes.

  When the target charging power abnormality flag is OFF and the vehicle speed sensor is normal, the battery control unit 23 determines that the current voltage V is a voltage value at which metal deposition occurs due to overcharging of the battery unit 21. It is determined whether or not it is lower than the voltage. Since the deposition voltage varies depending on, for example, the battery temperature T, the battery control unit 23 compares the deposition voltage corresponding to the battery temperature T with the current voltage V to determine whether or not the current voltage V is equal to or lower than the deposition voltage. Is determined (step S302).

  When the current voltage V exceeds the deposition voltage, the battery control unit 23 substitutes the target value P1 for the current chargeable power P2 (step S301). Thereby, when the current voltage V exceeds the deposition voltage, the rate of change of the chargeable power can be increased, and the time until the change to the target value P1 can be shortened. When the current voltage V exceeds the deposition voltage, it is considered that metal deposition is very likely to occur, but the rate of change of rechargeable power can be increased to suppress metal deposition. become.

  When the current voltage V is equal to or lower than the deposition voltage, the battery control unit 23 determines whether or not the absolute value of the target value P1 is smaller than the absolute value of the previous chargeable power P2 (step S303).

  When the absolute value of the target value P1 is smaller than the absolute value of the previous chargeable power P2, the battery control unit 23 derives the change rate of the chargeable power from the vehicle speed S and the temperature T. Here, when the absolute value of the target value P1 is smaller than the absolute value of the previous chargeable power P2, the battery control unit 23 can derive the rate of change of the chargeable power using the correspondence table of FIG. (Step S304).

  FIG. 5 shows the correspondence of the battery temperature T [° C.] and the rate of change [kW / s] to the vehicle speed S [km / h] when the absolute value of the chargeable power is made smaller than the current value. Thereby, the rate of change of rechargeable power is controlled using values corresponding to battery temperature T and vehicle speed S. When changing the absolute value of the chargeable power, the ride comfort of the vehicle may be reduced if the rate of change is large. On the other hand, if the rate of change is reduced, when the absolute value of the chargeable power is made smaller than the current value, a metal such as lithium may be deposited on the electrode due to an overcharge state. For this reason, by controlling the change rate of the rechargeable power based on the vehicle speed information and the battery temperature, it is possible to achieve both riding comfort of the vehicle 1 and suppression of metal deposition.

  The rate of change in each battery temperature T is smaller as the current vehicle speed S is slower, and larger as the vehicle speed S is faster. The slower the vehicle speed S, the greater the uncomfortable feeling given to the person who rides the electric vehicle 1 when the regenerative torque is lost, and there is a concern that the riding comfort will be lowered, but the slower the vehicle speed S, the smaller the rate of change, Riding comfort can be improved. Moreover, since the influence which the change of rechargeable electric power has on the riding comfort of the electric vehicle 1 is so small that the vehicle speed S is fast, the influence on the riding comfort of the electric vehicle 1 is small by increasing the rate of change as the vehicle speed S is fast. In this case, priority can be given to suppression of metal deposition.

  Further, according to the correspondence table of FIG. 5, the rate of change at each vehicle speed S increases as the battery temperature T decreases and decreases as the battery temperature T increases. The lower the battery temperature T, the more likely the secondary battery will be overcharged and metal deposition will occur at the electrode, but the lower the battery temperature T, the greater the rate of change will suppress the metal deposition. can do. Further, by reducing the rate of change as the battery temperature T is higher, it is possible to prioritize the ride comfort by reducing the rate of change in a high temperature range where metal deposition is relatively difficult to occur.

  Further, the higher the battery temperature T, the larger the change amount of the change rate with respect to the change in the vehicle speed S. For example, when the battery temperature T is −20 ° C., the rate of change increases by 10 to 20 kW / s every time the vehicle speed S increases by 10 km / h, whereas when the battery temperature T is 25 ° C., the vehicle speed S increases. The rate of change increases by 20 to 30 kW / s each time 10 km / h increases. In the example of FIG. 5, when the vehicle speed S is 50 km / h or higher, the rate of change is the same regardless of the battery temperature T. As the battery temperature T is higher, the amount of change in the rate of change with respect to the change in the vehicle speed S is reduced. It is getting bigger. As a result, when the battery temperature T is low, the rate of change can be kept large even when the vehicle speed S changes compared to when the battery temperature T is high. Therefore, it becomes easier to suppress the occurrence of metal deposition. When the battery temperature T is low, metal deposition is more likely to occur than when the battery temperature T is high.

  When the battery control unit 23 acquires the current vehicle speed S and the battery temperature T, the rate of change is acquired by acquiring the value of the rate of change associated with the acquired values of the vehicle speed S and the temperature T using FIG. Can be derived. For example, when the vehicle speed S is 40 km / h and the battery temperature T is 0 ° C., the rate of change is −80 kW / s.

Returning to the description of FIG.
When the absolute value of the target value P1 is equal to or less than the absolute value of the previous chargeable power P2, the battery control unit 23 derives the rate of change from the vehicle speed S. Here, when the absolute value of the target value P1 is less than or equal to the absolute value of the previous chargeable power P2, the battery control unit 23 can derive the rate of change using the correspondence table of FIG. 6 (step S305). .

  FIG. 6 shows the correspondence of the rate of change [kW / s] to the vehicle speed S [km / h] when the absolute value of the chargeable power is made larger than the current value. When making the absolute value of the chargeable power larger than the current value, it is not necessary to consider overcharge of the secondary battery. For this reason, when the absolute value of the chargeable power is made larger than the current value, it is conceivable to reduce the rate of change uniformly with an emphasis on ride comfort. However, the power consumption increases as the amount of charge increases. For this reason, when the vehicle speed S is fast and the change rate is large, there is little influence on the ride comfort, so that the change rate is increased to improve the power consumption. In the example of FIG. 6, the rate of change of chargeable power increases as the vehicle speed increases.

  Specifically, when the battery control unit 23 acquires the vehicle speed S, the battery control unit 23 acquires a change rate value associated with the acquired value of the vehicle speed S. For example, when using the correspondence table of FIG. 6, when the vehicle speed S is 20 km / h, the rate of change is +40 kW / s.

  In this way, by using the correspondence table as shown in FIG. 6, when the battery control unit 23 increases the absolute value of the chargeable power from the current value, the change rate of the chargeable power increases as the vehicle speed S increases. Can be bigger. Thereby, when the vehicle speed S is fast and the influence on the riding comfort is small, the battery control unit 23 can increase the change rate of the chargeable power by giving priority to the improvement of the power consumption. Further, the battery control unit 23 can reduce the rate of change of rechargeable power by giving priority to ride comfort as the vehicle speed is slower. Therefore, it becomes possible to achieve both the improvement of power consumption and the improvement of riding comfort.

Returning to the description of FIG.
When the change rate of the chargeable power is derived, the battery control unit 23 calculates the current chargeable power from the previous chargeable power and the change rate. In the present embodiment, since the operation procedure of FIG. 2 is executed every 10 ms, for example, when the derived change rate is −80 [kW / s], a value obtained by subtracting 800 W from the previous chargeable power is obtained. It can be set as a candidate value of the current chargeable power P2 (step S306).

Subsequently, the battery control unit 23 determines whether or not the value calculated in step S306 is smaller than the target value P1 (step S307).
When the value calculated in step S306 is smaller than the target value P1, the battery control unit 23 sets the calculated value as the current chargeable power P2 (step S308).
When the value calculated in step S306 is equal to or greater than the target value P1, the battery control unit 23 substitutes the target value P1 for the current chargeable power P2 (step S301).

  According to the procedure described above, the rate of change of chargeable power is derived using the correspondence table shown in FIG. 5 or FIG. 6, and the target value P1 of chargeable power based on the state of the battery unit 21 and this rate of change are used this time. The chargeable power P2 is calculated. The battery control unit 23 changes the value of the chargeable power P2 until the chargeable power reaches the target value P1 by repeating the procedure of FIG. 2 every predetermined time. Thereby, the battery control unit 23 can control the chargeable power to change at the determined change rate until the chargeable power P1 reaches the target value.

(Example of battery power change)
7 to 10 show the tendency of battery power change caused by repeating the procedure of FIG. Time t1 in the figure indicates the time when the procedure of FIG. 2 was started.

  FIG. 7 is a diagram comparing two patterns in which the vehicle speed S is the same at 10 km / h and the battery temperature T is different. When the battery temperature T is 25 ° C., the chargeable power changes at the derived rate of change until time t2 when the battery temperature T becomes the target value P1 (25) calculated with respect to 25 ° C. When the battery temperature T is −10 ° C., the chargeable power changes at the derived rate of change until time t3 when the battery temperature T becomes the target value P1 (−10) calculated with respect to −10 ° C. become. The time t2 is a time later than the time t3, and when the battery temperature T is −10 ° C., the change rate of the chargeable power is larger than when the battery temperature T is 25 ° C. When the battery temperature T is −10 ° C., the battery is more likely to be overcharged than when the battery temperature T is 25 ° C., and metal deposition is likely to occur. However, since the rate of change of chargeable power is large, the metal deposition is suppressed. be able to.

  FIG. 8 is a diagram comparing two patterns in which the vehicle speed S is the same at 50 km / h and the battery temperatures T are different. The faster the vehicle speed S, the less the change in ride quality even if the rate of change in rechargeable power is large. For this reason, when the vehicle speed S is equal to or higher than a predetermined value, priority is given to suppression of metal deposition regardless of the battery temperature T, and the change rate is increased without giving an inclination to the change in the chargeable power.

  FIG. 9 is a diagram comparing two patterns in which the battery temperature T is the same at −10 ° C. and the vehicle speed S is different. When the battery temperature T is relatively low at −10 ° C., the rate of change of chargeable power is larger during normal traveling at a vehicle speed S of 50 km / h than during low-speed traveling at a vehicle speed S of 10 km / h. Thus, at the same battery temperature T, the battery control unit 23 specifically increases the change rate of the chargeable power as the vehicle speed increases so that the chargeable power changes at a change rate according to the vehicle speed. So as to control the chargeable power. Thereby, both improvement in ride comfort and suppression of metal deposition are achieved.

  Although FIGS. 7 to 9 show the case where the absolute value of the chargeable power is reduced, FIG. 10 illustrates the case where the absolute value of the chargeable power is increased. When increasing the absolute value of the chargeable power, the rate of change of the chargeable power is derived according to the vehicle speed S regardless of the battery temperature T. At this time, the change rate of the chargeable power is smaller as the vehicle speed S is slower, and the change rate of the chargeable power is larger as the vehicle speed S is faster. When the chargeable power is increased, the power consumption is improved. By performing such control, it is possible to improve the power consumption and the riding comfort.

  While the present invention has been described with reference to the embodiments, the present invention is not limited to the above embodiments. Various changes that can be understood by those skilled in the art can be made to the configuration and details of the present invention within the scope of the technical idea of the present invention.

  For example, in the said embodiment, although the control apparatus which controls the chargeable electric power of the battery part 21 mounted in the vehicle 1 was the battery pack 10, this invention is not limited to this example. For example, the control device may be provided outside the battery pack 10.

  In the above embodiment, the battery control unit 23 determines the change rate of the chargeable power using the correspondence table created in advance as shown in FIG. 9 and FIG. It is not limited to. The battery control unit 23 only needs to be able to control the rate of change of rechargeable power based on the vehicle speed S and the battery temperature T. For example, the battery control unit 23 calculates the rate of change using a calculation formula associated with the vehicle speed S and the battery temperature T. May be.

  In the above embodiment, the electric vehicle 1 has been described as an example. However, the present technology can be used not only for an electric vehicle but also for all vehicles including a secondary battery such as a hybrid car.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Battery pack 11 Inverter 12 Motor 13 Vehicle speed detection part 14 Vehicle control part 21 Battery part 22 Junction box 23 Battery control part

Claims (8)

A control device for controlling chargeable power of a battery mounted on a vehicle,
When obtaining vehicle speed information having a value corresponding to the vehicle speed of the vehicle and the battery temperature of the battery, and making the absolute value of the rechargeable power smaller than the current value, based on the vehicle speed information and the battery temperature A control device comprising a control unit that controls the rate of change of the chargeable power.   2. The control according to claim 1, wherein when the absolute value of the chargeable power is made smaller than a current value, the control unit reduces the rate of change of the chargeable power as the vehicle speed indicated by the vehicle speed information is slower. apparatus.   3. The control device according to claim 1, wherein, when the absolute value of the chargeable power is smaller than a current value, the control unit increases the rate of change of the chargeable power as the battery temperature is lower.   The control unit determines a target value of the chargeable power based on information indicating a state of the battery, and the chargeable power is changed at the rate of change until the chargeable power reaches the target value. The control device according to any one of claims 1 to 3, wherein the control device is controlled.   When the current voltage of the battery exceeds a deposition voltage, which is a voltage at which metal is deposited by overcharging the battery, the control unit sets the chargeable power as the target value, and the current voltage is the deposition voltage. The control device according to claim 4, wherein the chargeable power is controlled so as to change at the change rate until the chargeable power reaches the target value in the following cases.   The said control part makes the variation | change_quantity of the said change rate with respect to the change of the said vehicle speed large, so that the temperature of the said battery is high, when making the absolute value of the said chargeable electric power smaller than the present value. The control device according to any one of the above.   7. The control unit according to claim 1, wherein when the absolute value of the chargeable power is larger than a current value, the change rate of the chargeable power is increased as the vehicle speed indicated by the vehicle speed information is faster. The control device according to item 1. A control device that controls the chargeable power of a battery mounted on the vehicle,
Obtaining vehicle speed information having a value corresponding to the vehicle speed of the vehicle and the temperature of the battery;
The control method of a control apparatus which controls the change rate of the said chargeable electric power based on the said vehicle speed information and the temperature of the said battery, when making the absolute value of the said chargeable electric power smaller than the present value.

Images