JP2017143634A - Charge control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance user convenience about electric power charge plan change in external charging due to timer charging.SOLUTION: Change reservation information for pre-inputting a change in an electric power charge plan includes a change state date tz of the electric power charge plan, and information on an electric power charge unit price of each time zone in a changed electric power charge plan. If change reservation information is inputted, time zones T1, T2 in which electric power charges are different according to an unchanged electric power charge plan are set before the change start date tz, and time zones T3 to T5 in which an electric power charge unit prices are different according to the changed electric power charge plan after the change start date tz. A charging schedule is prepared such that an on-vehicle power storage device is externally charged by giving priority to a time zone which has the lowest electric power charge unit price among a plurality of time zones T1 to T5 in which electric power charge unit prices become non-continuous under a switched electric power charge plan with the change start date tz set at a boundary in this manner.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a charge control system, and more particularly to a charge control system for charging an in-vehicle secondary battery with electric power from a power source outside the vehicle.

  A technique for charging an in-vehicle power storage device such as an electric vehicle or a hybrid vehicle with a power source outside the vehicle (hereinafter also simply referred to as “external power source”) is known. Hereinafter, the charging of the in-vehicle power storage device by the external power source is also simply referred to as “external charging”.

  As an aspect of external charging, so-called timer charging that controls a time schedule of external charging is described in Japanese Patent Laid-Open No. 2013-38933 (Patent Document 1) and the like. Patent Document 1 describes a control for automatically selecting the validity and invalidity of reserved charging, which is set by receiving information on a start time and an end time, according to a place where charging is performed.

JP 2013-38933 A

  As an aspect of the power rate plan, there is known one that sets a different unit price depending on a time zone. Generally, a power rate plan is set for each power company. Alternatively, a new power rate plan may be proposed by each business operator for user acquisition. For this reason, it is conceivable that the user changes the power rate plan in order to suppress the electricity rate. In particular, the so-called liberalization of power is expected to increase the opportunities for users to change their electricity rate plans.

  Also in timer charging of an electric vehicle, it is possible to save power charges by reflecting the power charge plan and executing external charging by using a time zone where the unit price is low. However, when changing the electricity rate plan, if the charging time zone is set without the change being reflected correctly, the electricity rate will increase due to charging at an inappropriate timing relative to the actual electricity rate plan. There are concerns about the occurrence of spots.

  For this reason, in a configuration that requires user setting input for the power rate plan, in order not to cause the above problems, it is important to change the setting input according to the date of change of the power rate plan. It will require the user.

  The present invention has been made to solve such problems, and an object of the present invention is to improve user convenience for changing a power rate plan in external charging by timer charging.

  In one aspect of the present invention, a charge control system for charging a power storage device mounted on a vehicle with a power supply external to the vehicle includes a creation unit, a control unit, and a reservation input unit. The creating means creates a charging schedule so as to preferentially charge in a time zone where the power unit price is low according to the power rate plan selected by the user input. The control means operates a charger that converts electric power from the outside of the vehicle into charging electric power for the power storage device according to the charging schedule by the creating means. The reservation input means stores the change reservation information for switching from the currently selected first plan to the second plan different from the first plan for the power rate plan before the actual change start date and time. Provided for input at timing. The change reservation information includes information regarding the change start date and time of the power rate plan and the contents of the second plan. When the change reservation information is input by the reservation input means, the creation means creates a charging schedule according to the setting of the unit price of electric power rate that switches between the first and second plans at the change start date and time.

  According to the above charging system, in external charging that creates a charging schedule so as to focus on a time zone in which the power rate unit price is low according to the power rate plan, information on the change of the power rate plan is more than the actual change start date and time. Reservations can be entered before. For this reason, an appropriate charging schedule that suppresses power charges both before and after the change of the power charge plan without requiring the user to input information related to the changed power charge plan according to the change start date and time. Can be created. As a result, it is possible to improve user convenience for changing the power rate plan.

  According to the present invention, it is possible to improve the user convenience for changing the power rate plan in external charging by timer charging.

1 is a conceptual 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 the electric vehicle shown by FIG. FIG. 2 is a block diagram schematically showing the configuration of the data center shown in FIG. 1. It is a conceptual diagram explaining the content of a charging schedule. It is a flowchart explaining the preparation process of the charging schedule in the charging system according to this Embodiment. It is a conceptual diagram which shows the 1st example of preparation of the charging schedule which considered two electric power plans before and behind a change start date. It is a conceptual diagram which shows the 2nd preparation example of the charging schedule which considered two electric power plans before and behind a change start date. It is a flowchart explaining the control processing for setting a charging period in consideration of a power rate unit price.

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

(Configuration of external charging system)
FIG. 1 is a conceptual overall configuration diagram of a charging system according to an embodiment of the present invention.

  Referring to FIG. 1, a charging system 1 for externally charging an electric vehicle 100 includes an electric vehicle 100, a charging stand 200, a data center 300, and a smartphone 500.

  Electric vehicle 100 is connected to charging station 200 through charging cable 400. Charging stand 200 is shown as an example of an apparatus that supplies electric power from electric power source outside the vehicle to electric vehicle 100. The charging stand 200 is provided at a plurality of charging locations, and is provided at home as well as outside places such as a service area and a shopping center. In other words, electrically powered vehicle 100 can charge the in-vehicle power storage device with charging stand 200 at a plurality of charging locations.

  The electric vehicle 100 may receive power by mounting a power receiving coil that receives power in a non-contact manner through an electromagnetic field from a power transmitting coil to which AC power is supplied from the charging station 200. Electric vehicle 100 is, for example, an electric vehicle such as a hybrid vehicle or an electric vehicle that can travel using electric power stored in a power storage device.

  The electric vehicle 100 has a configuration (described later) for external charging for charging a power storage device (described later) mounted on the vehicle with electric power supplied from the charging stand 200. Furthermore, electric vehicle 100 has a function of automatically starting external charging in accordance with a charging schedule set on a time basis. Hereinafter, external charging by such a function is also referred to as “timer charging”.

  The smartphone 500 is a communication device that can communicate with various devices. The user can display information related to external charging of the electric vehicle 100 and input settings through the smartphone 500. For example, using the smartphone 500 as a tool, manual setting related to external charging (immediate charging start instruction, setting of charging start / end time (date and time), or setting of target charging level) and display of the set charging schedule are performed. It is possible. In the present embodiment, it is assumed that the user can input information related to the power rate plan (hereinafter also referred to as “power rate plan information”) using smartphone 500.

  The power rate plan information includes information for specifying the currently selected power rate plan to which the user is currently applied. For example, the currently selected power rate plan can be specified by the information specifying the name of the power rate plan including the selection of the power company. Alternatively, it is also possible to specify the power rate plan being selected by directly inputting the electricity rate unit price for each time zone.

  The power rate plan information further includes change reservation information for pre-inputting the change of the power rate plan. The change reservation information includes information on the start date and time of change from the currently applied power rate plan to the new power rate plan and the contents of the new power rate plan. The information related to the contents of the new power rate plan can also be configured by information specifying the name of the power rate plan or information indicating the unit price of the electricity rate for each time zone in the power rate plan. The change reservation information can be input at a timing before the change start date and time for the power rate plan.

  The data center 300 can perform various types of information processing. For example, in the data center 300, management of electricity rate information and creation of a charging schedule can be performed. For example, in the data center 300, the power rate plan applied at the time of external charging (that is, the power rate unit price for each time zone) can be acquired based on the power rate plan information input by the user, and the power rate plan The charging schedule can be created reflecting the above.

  The electric vehicle 100 has a wireless communication function. The electric vehicle 100 can receive a charging schedule from the data center 300 through the communication network. Electric vehicle 100 can perform timer charging according to the charging schedule received from data center 300.

(Configuration of electric vehicle)
FIG. 2 is an overall block diagram showing the configuration of the electric vehicle 100.

  Referring to FIG. 2, electrically powered vehicle 100 includes a charging inlet 110, a power storage device 120, a charger 130, a PCU (Power Control Unit) 140, a DCM (Data Communication Module) 150, and a GPS (Global Positioning System). ) Module 160, ECU (Electronic Control Unit) 170, and input unit 180.

  Charging connector 410 of charging cable 400 is connected to charging inlet 110. Then, electric power from a power source outside the vehicle is supplied to the electric vehicle 100 through 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 metal hydride battery, or a lead storage battery, and a power storage element such as an electric double layer capacitor.

  The charger 130 converts an alternating current supplied from a power supply outside the vehicle through the charging inlet 110 into a direct current. Then, 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 steps down the voltage. Charger 130 is not limited to such a configuration, and may be configured to supply DC power supplied from a power source outside the vehicle to power storage device 120, for example.

  PCU 140 includes a power converter (for example, an inverter) connected to a motor generator for driving a vehicle (not shown). When the power converter performs power conversion between the power storage device 120 and a motor generator (not shown), the motor generator generates traveling driving force or braking force of the electric vehicle 100.

  The DCM 150 is a communication device that can wirelessly communicate with the outside. The DCM 150 is, for example, 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.

  The GPS module 160 is a receiving device used in a satellite positioning system. The GPS module 160 calculates the current position of the electric vehicle 100 based on the received signal. The input unit 180 is provided for the user to input information and instructions, and can be configured by a touch panel for screen input, a microphone for voice input, or the like.

  ECU 170 includes a CPU (Central Processing Unit) and a memory (not shown), and each device (charger 130, PCU 140) of electric vehicle 100 based on information stored in the memory and information from each sensor (not shown). , DCM 150, GPS module 160). ECU 170 has a built-in timer and calendar, and can recognize the current date and time.

  As a main function realized by the ECU 170, there is a timer charging function. The timer charging function is performed according to a charging schedule created by the data center 300 or the like. Timer charging includes both manual timer charging in which the charging end time (date and time) is set by the user and automatic timer charging in which a charging schedule is automatically created without setting the charging end time (date and time) by the user. Shall be included. ECU 170 controls the operation and stop of charger 130 so that power storage device 120 is charged in a time zone according to the charging schedule received from data center 300. Thereby, a timer charging function is realized.

  The ECU 170 can transmit a charge schedule creation instruction to the data center 300 through the DCM 150 when the charge connector 410 is connected to the charge inlet 110.

  Further, ECU 170 can manage travel information of electric vehicle 100. The travel information includes the departure time (date and time) of the electric vehicle 100 by the user. For example, ECU 170 can detect a departure time (date and time) based on an on time (IG on time) of an ignition switch (not shown) or a disconnection time of charging cable 400.

  Further, the travel information may include information on SOC (State of Charge) of power storage device 120 of electric vehicle 100 or travel distance. For example, the SOC change amount (decrease amount) from the time when the user leaves (for example, when the charging cable 400 is disconnected) to the time when the operation is ended after returning (for example, when the charging cable 400 is connected) is used as the daily SOC usage amount. Can be detected. Travel information such as departure time (date and time) and SOC usage detected in this way can be transmitted to the data center 300 through the DCM 150.

  Note that the setting related to external charging and the input of power rate plan information described in FIG. 1 can be configured to be executable using the input unit 180 of the electric vehicle 100. Thus, in this embodiment, an example of “reservation input means” can be configured by the smartphone 500 or the input unit 180 in the electric vehicle 100.

(Data center configuration)
FIG. 3 is a block diagram schematically showing the configuration of the data center 300 shown in FIG. With reference to FIG. 3, the data center 300 includes a communication module 310, a storage device 320, and a controller 330.

  The communication module 310 is a communication module that can communicate with the electric vehicle 100 and the smartphone 500. For example, the communication module 310 can receive, from a server (for example, managed by an electric power company), information on an electric charge for each time zone based on information specifying the name of an electric power charge plan. Further, the communication module 310 can receive the actual value of the departure time (date and time) from the electric vehicle 100. The communication module 310 outputs the received information to the controller 330.

  The storage device 320 stores various information collected from the Internet, a control program executed in the data center 300, and the like. For example, the storage device 320 stores information on the electricity bill for each time zone received by the communication module 310, a learning map for estimating the scheduled departure time (date and time), and the like.

  The controller 330 creates a charging schedule using information acquired through the communication module 310.

  FIG. 4 is a conceptual diagram illustrating the contents of the charging schedule. The vertical axis in FIG. 4 indicates the power rate unit price (yen / kwh). Also, in the figure, the execution period of external charging is indicated by a shaded area with diagonal lines.

  Referring to FIG. 4, the charging schedule is based on the required amount of charge between time th (hereinafter also referred to as “chargeable date / time th”) when electric vehicle 100 can be charged by an external power source and scheduled departure date / time tz. Created to complete charging. For example, the chargeable date and time th corresponds to the timing at which the charging station 200 and the electrically powered vehicle 100 are electrically connected by the connection of the charging cable 400.

  The scheduled departure date and time tz may be directly input from the user as a setting related to external charging, or may be automatically set by estimation based on past driving history. For example, by storing the past actual departure time (date and time) of the electric vehicle 100 in the data center 300, the scheduled departure date and time can be estimated by statistical processing using the accumulated actual value data.

  In the present embodiment, the charging schedule is set so as to preferentially use a time zone in which the power rate unit price is low in order to suppress the power rate.

  The required charging time Tch in the external charging is obtained by dividing the amount of power corresponding to the required charging amount in the current external charging by the charging power (for example, rated value) by the charger 130. The required charge amount can be set according to the difference in the current SOC with respect to the fully charged state. Or it is also possible to obtain | require the required charge amount by this external charge according to the SOC usage amount and travel distance of a day contained in driving | running | working information.

  In the example of FIG. 4, the period from the chargeable date and time th to the scheduled departure date and time tz is divided into time zones T1, T2, and T3, with the times t1 and t2 when the power unit price changes as a boundary. In the time zone T2, the power rate unit price is lower than in the time zones T1 and T3. Therefore, a charging schedule is created so that external charging is performed using the time zone T2 preferentially.

  Therefore, as in the example of FIG. 4, when the required charging time Tch is shorter than the time length of the time zone T2, a charging schedule using only the time zone T2 is created. At this time, from the viewpoint of preventing deterioration of power storage device 120, it is preferable that the second half of time period T2 is set as the charging period so that the period in which the power storage device 120 is left in the high SOC state is as short as possible. Accordingly, the end time t2 of the time period T2 is set as the charging end time (date and time), and the charging start time (date and time) ts is set to a timing that is retroactive from the time t2 by the required charging time Tch.

  If the required charging time Tch exceeds the time length of the time zone T2, a charging schedule can be created so that external charging is further performed using the time zones T1 and / or T3.

  In the charging system according to the present embodiment, as described with reference to FIG. 1, change reservation information for pre-inputting the change of the power rate plan is included in the power rate plan information. Therefore, it is possible to create a charging schedule using the currently selected power rate plan and the changed and entered power rate plan.

  FIG. 5 shows a flowchart for explaining a charging schedule creation process in the charging system according to the present embodiment. For example, the charging schedule creation process can be executed by the data center 300.

  Referring to FIG. 5, controller 330 determines whether or not the creation of a charging schedule is requested in step S <b> 100. For example, when electric powered vehicle 100 is in a state in which external charging is possible due to connection of charging cable 400 or the like, that is, at chargeable date and time th in FIG. 4, ECU 170 can generate a charge schedule creation request.

  When the controller 330 receives a request for creating a charging schedule from the ECU 170, the controller 330 determines YES in step S100 and activates a process for creating a charging schedule in and after step S110. On the other hand, when the charging schedule creation request has not been received (NO in S100), the charging schedule creation processing is not activated.

  The controller 330 sets the scheduled departure date and time in step S110. The scheduled departure date and time is set according to the input date and time when directly input by the user. On the other hand, when there is no input by the user, it can be automatically set by estimation based on the history of the past departure time (date and time). Unless otherwise specified by the user, the scheduled departure date may be the next day.

  In step S120, the controller 330 determines whether or not the power rate plan change reservation information has been input. When the change reservation information is not input (NO in S120), the process proceeds to step S190, and a charging schedule is created based on the currently selected power rate plan. In this case, each time zone described in FIG. 4 is set according to the current power rate plan, and a charging schedule is created so that external charging is preferentially performed in a time zone where the power rate unit price is low.

  When the power rate plan change reservation information is input (YES in S120), the controller 330 reads out the change start date and time of the reserved power rate plan input in step S130, and in step S140. Then, it is determined whether or not the scheduled departure date and time is before the change start date and time.

  When the scheduled departure date and time is before the change start date and time (YES in S140), the controller 330 advances the process to step S190. As a result, a charging schedule is created based on the currently selected power rate plan. Note that S140 is also determined as YES when the scheduled departure date and time are equal to the change start date and time.

  On the other hand, when the scheduled departure date and time is after the change start date and time (NO determination in S140), the controller 330 determines whether or not the scheduled departure date and the change start date are the same day in step SS150. To do.

  When the scheduled departure date is different from the change start date, that is, the day after or after the change start date (when YES is determined in S150), the controller 330 proceeds to step S160 to change the power after the change. Create a charging schedule based on the price plan. Then, the controller 330 sets the changed power rate plan that has been input as a reservation in step S170 as the currently selected power rate plan, and deletes the changed reservation information in step S180.

  In creating the charging schedule for the next and subsequent times after execution of steps S170 and S180, step S120 is determined as NO until the next change reservation information is newly input, and specified by the deleted change reservation information. The electric power rate plan that has been set is newly set as the currently selected rate plan in step S190.

  On the other hand, when the scheduled departure date and the change start date are the same day (at the time of YES determination in S150), controller 330 creates a charging schedule in consideration of two power rate plans in step S200.

  FIG. 6 and FIG. 7 show examples of creating a charging schedule considering two power plans before and after the change start date and time in step S200.

  In the example of FIG. 6, the time periods T1 and T2 according to the power plan before the change (currently selected) with the change start date and time tx (for example, midnight of the change start date) of the power rate plan as the boundary, Time zones T3 and T4 according to the power rate plan exist within a period from the chargeable date and time th to the scheduled departure date and time tz. The time zones T1 and T2 are divided at a time t1 when the power unit price is switched in the power plan before the change. Similarly, the time zones T3 and T4 are divided at a time t3 when the power rate unit price is switched in the power plan before the change.

  In the example of FIG. 6, the power rate unit price is the lowest in the time zone T3 through the time zones T1 to T4. Furthermore, the required charging time Tch is shorter than the time length of the time zone T3. Therefore, charging is performed so that external charging is performed preferentially using the time period T3 with the lowest power rate unit price by combining the two power rate plans that are switched on and off at the change start date and time tx of the power rate plan. A schedule is created. For example, as in FIG. 4, the charging end time (date and time) is set in accordance with the end time t3 of the time period T3, and the charging start time (date and time) ts is set at a timing retroactive from the time t3 by the required charging time Tch. As such, a charging schedule can be created.

  In the example of FIG. 7, the changed electricity rate plan is different from FIG. As a result, the period from the change start date / time tx of the power rate plan to the scheduled departure date / time tz is divided into time zones T3 to T5 with the times t4 and t5 when the power rate unit price is switched as a boundary. On the other hand, the period from the chargeable date / time th to the change start date / time tx is divided into time zones T1 and T2 with the time t1 as the boundary, as in FIG.

  In FIG. 7, the power rate unit price of the time zone T4 is the lowest through the time zones T1 to T5. On the other hand, the required charging time Tch is longer than the time length of the time zone T4. Therefore, the required charge amount cannot be ensured only in the time zone T4. At this time, the external charging is executed by further using the time zone T2 before the change start date and time tx in the time zones T1 to T5, the power unit price of which is the next lowest after the time zone T4.

  At this time, if the time length of the time zone T4 is Tch1, the insufficient charging time Tch2 = Tch−T1. Since the charging time (shortage) Tch2 is shorter than the time length of the time zone T2, the charging schedule is created so that external charging is executed using the time zones T2 and T4.

  Accordingly, the charging start time (date / time) ts is set at a timing that is backed by the charging time (insufficient) Tch2 from the end time (change start date / time tx) of the time zone T2, and the end time (change start date / time tx of the time zone T2). ) To temporarily stop external charging. Further, the external charging is restarted from the start time t4 of the time zone T4 so as to use all of the cheapest time zone T4, and the charging schedule is created so as to end the external charging at the end time t5 of the time zone T4. be able to.

  As described above, according to the examples of FIGS. 6 and 7, the two power rate plans switched at the boundary of the start date and time tx of the power rate plan are combined, and the time zone in which the power rate unit price is low is given priority. A charging schedule can be created to use to perform external charging.

  Next, a control process for creating a charging schedule so that external charging is performed preferentially in a time zone in which the power unit price is low is executed with reference to FIG. That is, the control process according to the flowchart shown in FIG. 8 is executed in each of steps S160, S190, or S200.

  Referring to FIG. 8, controller 330 calculates required charge amount Wt for external charging in step S300. As described above, the required charge amount Wt can be calculated according to the insufficient charge amount with respect to the fully charged state, or past travel information (power consumption, travel distance, etc.). In step S300, an initial value of Wt is determined.

  In step S310, the controller 330 divides the period until the scheduled departure date and time tz into different time zones each time the power rate unit price changes according to the power rate plan. Here, the period is divided into n (n: natural number) time zones T1 to Tn until the scheduled departure date and time tz. In step S310, all of the time zones T1 to Tn are set as “uncharged time zones” as an initial state.

  In step S190 (FIG. 5), time periods T1 to Tn are set based on the currently selected power rate plan. Similarly, in step S160 (FIG. 5), time zones T1 to Tn are set based on the changed power rate plan. On the other hand, in step S200 (FIG. 5), the period up to the change start date and time tx is based on the currently selected power rate plan, while the period after the change start date and time tx is based on the changed power rate plan. , Time zones T1 to Tn are set. As described above, in step S310, after the power rate plan is switched and applied at the change start date and time tx of the power rate plan, the period up to the scheduled departure date and time tz is set to n pieces of power rate unit prices that are discontinuous. Can be divided into time zones. Thus, the currently selected power rate plan corresponds to the “first plan”, and the changed power rate plan input by the change reservation information corresponds to the “second plan”.

  In step S320, the controller 330 extracts the time zone with the lowest power charge unit price (that is, inexpensive) in the uncharged time zone as the charging candidate time zone Ti. When a plurality of time zones having the same power unit price are extracted in step S320 (when YES is determined in S330), the controller 330 makes the latest one of the latest (scheduled departure date and time) in steps S330 and S340. Only the (close) time zone is set as the charging candidate time zone Ti. In addition, when the time slot | zone extracted by step S320 is single (at the time of NO determination of S330), the said time slot | zone is set as charging candidate time slot | zone Ti as it is.

  In step S350, the controller 330 calculates a chargeable amount W1 in the charge candidate time zone Ti. For example, the chargeable amount W1 can be obtained by the product of the time length of the charging candidate time zone Ti and the charging power (rated value) by the charger 130. Further, in step S360, the chargeable amount W1 calculated in step S350 is compared with the required charge amount Wt.

  When W1 <Wt (NO in S360), external charging cannot be completed by charging in the candidate charging time zone Ti. For this reason, the controller 330 updates the necessary charge amount by subtracting W1 in step S370 and sets the entire current charge candidate time zone Ti as the scheduled charge period in step S380. Thereby, the time zone set as the charging candidate time zone Ti is excluded from the uncharged time zone. Further, hereinafter, Wt means the remaining amount of charge required by external charging.

  Furthermore, the controller 330 determines whether or not an uncharged time zone remains in the time zones T1 to Tn in step S385. If the uncharged time zone remains (YES in S385), the process returns to step S320 to ensure the remaining charge amount. Thereby, while charging candidate time slot | zone Ti is updated (S320-S340), it can be determined whether external charging can be completed with the updated charging candidate time slot | zone Ti (S350, S360).

  When W1 ≧ Wt is satisfied due to the updated charging candidate time zone Ti (when YES is determined in S360), external charging can be completed by charging in the charging candidate time zone Ti. Therefore, the controller 330 exits the loop of steps S320 to S385 and proceeds to step S390. In step S390, a remaining charge time ΔTch for charging the remaining required charge amount Wt is calculated. In step S400, the controller 330 sets a period corresponding to the remaining charging time ΔTch in the latter half of the current charging candidate time zone Ti as a scheduled charging period. If W1 = Wt in step S360, the entire current charging candidate time zone Ti is set as the scheduled charging period.

  While the uncharged time zone remains (when NO is determined in S385), the process of steps S320 to S380 is repeated until the charging of the initial value (S300) of the required charge amount Wt is completed. Of these, the time zone with the lowest unit price can be sequentially extracted and set as the scheduled charging period. When all of the time periods T1 to Tn are to be charged, step S385 is determined as NO. At this time, if the remaining Wt> 0, the initial value (S300) of the required charge amount Wt cannot be charged even using the entire period up to the scheduled departure date and time tz. It will be set to the scheduled charging period.

  As described above, both the case where the control process of FIG. 8 is based on a single power rate plan (FIG. 4, S160, S190) and the case where the two power rate plans are combined (FIGS. 6, 7, S200). Corresponding to the above, a charging schedule can be created so that external charging is performed preferentially during a time zone in which the power unit price is low.

  Referring to FIG. 6 again, the charging schedule created in step S160, S190 or S200 is transmitted to electric vehicle 100 (ECU 170) by communication module 310. Electric vehicle 100 receives the charging schedule created in data center 300 and controls the operation and stoppage of charger 130 according to the charging schedule. Thus, power storage device 120 can be charged with a time schedule according to the charging schedule.

  As described above, in the charging system according to the present embodiment, when external charging is performed using a time zone in which the power unit price is low according to the power rate plan, information regarding the change in the power rate plan is actually Reservations can be entered before the change start date and time. For this reason, an appropriate charging schedule that suppresses power charges both before and after the change of the power charge plan without requiring the user to input information related to the changed power charge plan according to the change start date and time. Can be created. As a result, it is possible to improve the user convenience for changing the power rate plan in external charging by timer charging.

  In the present embodiment, the configuration in which the creation of the charging schedule is executed in the data center 300 is illustrated, but some and all of these functions are not performed in the data center 300 but in the electric vehicle 100 (ECU 170) or the smartphone 500. May be executed by That is, in the application of the present invention, the function relating to the creation of the charging schedule may be realized by any of the electric vehicle 100, the smartphone 500, and the data center 300, or may be realized cooperatively among a plurality of elements. Also good.

  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.

  DESCRIPTION OF SYMBOLS 1 Charging system, 100 Electric vehicle, 110 Charging inlet, 120 Power storage device, 130 Battery charger, 140 PCU, 150 DCM, 160 GPS module, 170 ECU, 180 input part, 200 Charging stand, 300 Data center, 310 Communication module, 320 Storage device, 330 Controller, 400 Charging cable, 410 Charging connector, 500 Smartphone, T1 to T5 time zone, Tch charge required time, Wt Required charge amount, th Chargeable date / time, ts Charge start date / time, tx Change start date / time Plan), tz Scheduled departure date.

Claims (1)

A charging control system for charging a power storage device mounted on a vehicle by a power source outside the vehicle,
A creation means for creating a charging schedule so as to be preferentially charged in a time zone where the power rate unit price is low according to the power rate plan selected by user input;
Control means for operating a charger for converting electric power from outside the vehicle into charging electric power for the power storage device according to the charging schedule by the creating means;
The change reservation information for switching from the currently selected first plan to the second plan different from the first plan is input at a timing before the actual change start date and time for the power rate plan. Reservation input means for
The change reservation information includes information on the change start date and time of the power rate plan and the content of the second plan,
The creating means includes
When the change reservation information is input by the reservation input means, the charging schedule is created according to the setting of the unit price of power charge that switches the first and second plans with the change start date and time as a boundary. Charge control system.

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