JP2019169395A - Vehicle battery charge control device - Google Patents

Vehicle battery charge control device Download PDF

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JP2019169395A
JP2019169395A JP2018057281A JP2018057281A JP2019169395A JP 2019169395 A JP2019169395 A JP 2019169395A JP 2018057281 A JP2018057281 A JP 2018057281A JP 2018057281 A JP2018057281 A JP 2018057281A JP 2019169395 A JP2019169395 A JP 2019169395A
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battery
vehicle
charging
control device
charge control
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JP7133833B2 (en
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康正 大西
Yasumasa Onishi
康正 大西
宏二 小澤
Koji Ozawa
宏二 小澤
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Daihatsu Motor Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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Abstract

To provide a vehicle battery charge control device, capable of charging a battery while suppressing the progress of deterioration with a low-cost configuration.SOLUTION: A vehicle battery charge control device 1 that is a charge control device for controlling the charging of a battery 40 mounted on a vehicle includes: a temperature sensor 21 for measuring the temperature of an electrolyte of the battery 40; a timer 12 for measuring the time during which an ignition switch 11 of the vehicle is turned off; and an engine ECU 10 and a battery ECU 20 for controlling an amount of charge in charging the battery 40, on the basis of the temperature measured by the temperature sensor 21, the time measured by the timer 12, and a predetermined amount of discharge.SELECTED DRAWING: Figure 1

Description

本発明は、車両のバッテリの充電制御装置に関する。   The present invention relates to a vehicle battery charge control device.

従来、自動車に搭載されたバッテリに用いられる鉛蓄電池はサルフェーションと称する劣化が生ずることが知られており、サルフェーションを考慮した種々の技術が提案されている。例として、特許文献１には、バッテリの充電に際して、予めバッテリの端子電圧の時間変化に基づき正負各々の電極の劣化を判定し、当該判定結果に基づきバッテリの温度を調整することにより、サルフェーションの進行を抑制するようにした技術が提案されている。   2. Description of the Related Art Conventionally, it is known that a lead storage battery used for a battery mounted on an automobile is deteriorated called sulfation, and various techniques in consideration of sulfation have been proposed. As an example, in Patent Document 1, when charging a battery, deterioration of each positive and negative electrode is determined in advance based on a change in the terminal voltage of the battery in advance, and the temperature of the battery is adjusted based on the determination result. A technique for suppressing the progress has been proposed.

特開２０１７−１６８３６１号公報JP 2017-168361 A

しかしながら、上記従来の技術においては、以下のような課題があった。すなわち、特許文献１に記載の技術は、少なくともバッテリの温度を調整するために加熱用のヒータ、冷却用のファンといった手段を別途用意する必要があり、高コストな構成となっていた。   However, the above conventional techniques have the following problems. That is, the technique described in Patent Document 1 requires a separate means such as a heater for heating and a fan for cooling in order to adjust at least the temperature of the battery, and has a high cost configuration.

本発明は、上記の課題に鑑みてなされたものであり、低コストな構成にて劣化の進行を抑制してバッテリの充電を行うことを可能とする、車両のバッテリの充電制御装置を提供することを目的とする。   The present invention has been made in view of the above problems, and provides a charging control device for a vehicle battery that enables charging of the battery while suppressing the progress of deterioration with a low-cost configuration. For the purpose.

上記の目的を達成するために、本発明の側面は、車両に搭載されたバッテリの充電を制御する充電制御装置であって、前記バッテリの電解質の温度を計測する温度計測手段と、前記車両のイグニッションスイッチがオフになっている時間を計測する時間計測手段と、前記温度計測手段が計測した温度、前記時間計測手段が計測した時間、及び所定の放電量とに基づいて、前記バッテリへ充電を行う際の充電量を制御する制御手段とを備えた、車両のバッテリの充電制御装置である。   In order to achieve the above object, an aspect of the present invention is a charge control device for controlling charging of a battery mounted on a vehicle, the temperature measuring means for measuring the temperature of the electrolyte of the battery, and the vehicle Based on the time measuring means for measuring the time when the ignition switch is off, the temperature measured by the temperature measuring means, the time measured by the time measuring means, and a predetermined discharge amount, the battery is charged. A charging control device for a battery of a vehicle, comprising a control means for controlling a charging amount when performing.

なお、本発明は他の側面として、前記所定の放電量は、予め定められた固定値であって、前記制御手段は、前記前記時間計測手段が計測した時間と前記所定の放電量との積と、前記温度計測手段が計測した温度との相関に基づき、前記充電量としてバッテリの充電時間の長短を制御するものであってもよい。   According to another aspect of the present invention, the predetermined discharge amount is a predetermined fixed value, and the control means is a product of the time measured by the time measurement means and the predetermined discharge amount. And based on the correlation with the temperature measured by the temperature measuring means, the charge amount of the battery may be controlled as the charge amount.

以上のような本発明は、低コストな構成にて劣化の進行を抑制してバッテリの充電を行うことが可能になるという効果を奏する。   The present invention as described above has an effect that the battery can be charged while suppressing the progress of deterioration with a low-cost configuration.

本発明の実施の形態に係る車両のバッテリの充電制御装置の構成を示すブロック図The block diagram which shows the structure of the charge control apparatus of the battery of the vehicle which concerns on embodiment of this invention. 本発明の実施の形態に係る車両のバッテリの充電制御装置の制御動作のフローチャートFlowchart of control operation of a vehicle battery charge control device according to an embodiment of the present invention. 本発明の実施の形態に係る車両のバッテリの充電制御装置の動作に用いられるテーブルを示す図The figure which shows the table used for operation | movement of the charge control apparatus of the vehicle battery which concerns on embodiment of this invention. 本発明の実施の形態に係る車両のバッテリの充電制御装置の制御動作の具体例を示す図The figure which shows the specific example of control operation of the charge control apparatus of the vehicle battery which concerns on embodiment of this invention

図１は、本発明の実施の形態に係る車両のバッテリの充電制御装置の構成を示すブロック図である。図１に示すように、バッテリの充電制御装置１において、エンジンＥＣＵ１０はＣＰＵ、メモリ、通信バス３０を介してバッテリＥＣＵ２０その他のＥＣＵと通信する通信装置等を有し、燃料噴射、スロットル開度調整その他車両のエンジンの動作一般を制御する手段であって、特に本実施の形態ではタイマ１２を用いてイグニッションスイッチ１１の挙動をモニタする手段である。   FIG. 1 is a block diagram showing a configuration of a vehicle battery charge control device according to an embodiment of the present invention. As shown in FIG. 1, in the battery charge control device 1, the engine ECU 10 includes a CPU, a memory, a communication device that communicates with the battery ECU 20 and other ECUs via a communication bus 30, and the like, fuel injection, throttle opening adjustment Other means for controlling the general operation of the engine of the vehicle, in particular in the present embodiment, means for monitoring the behavior of the ignition switch 11 using the timer 12.

具体的には、エンジンＥＣＵ１０は、車両のイグニッションスイッチ１１のオン状態及びオフ状態のそれぞれのタイミングを検知するとともにタイマ１２を用いて各タイミング間を計測し、イグニッションスイッチ１１がオフ状態を継続している期間をＩＧ−ＯＦＦ時間として算出する。エンジンＥＣＵ１０はＩＧ−ＯＦＦ時間が発生する毎にこれを時系列順に整理して自らのメモリに記憶する。   Specifically, the engine ECU 10 detects the respective timings of the on-state and off-state of the ignition switch 11 of the vehicle and measures each timing using the timer 12 so that the ignition switch 11 continues in the off-state. Is calculated as an IG-OFF time. Whenever the IG-OFF time is generated, the engine ECU 10 arranges the IG-OFF time in time series and stores it in its own memory.

更に、エンジンＥＣＵ１０は、バッテリ４０に接続された負荷が動作していない場合にバッテリ４０から放電される電流（以下、暗電流と称す）の量（以下、暗電流放電量と称す）が自らのメモリにプリセットされている。なお、暗電流放電量はバッテリ４０の定格とバッテリ４０が搭載される車両の設計等の条件に基づく理論値、又は計測、試験に基づく経験値として定められる。   Further, the engine ECU 10 has its own amount of current (hereinafter referred to as dark current) discharged from the battery 40 when the load connected to the battery 40 is not operating. Preset in memory. The amount of dark current discharge is determined as a theoretical value based on conditions such as the rating of the battery 40 and the design of the vehicle on which the battery 40 is mounted, or an empirical value based on measurement and testing.

バッテリＥＣＵ２０はエンジンＥＣＵ１０と同様のハードウェア構成を有し、バッテリ４０の電解液の液温を検出する温度センサ２１、及びエンジンＥＣＵ１０から情報を取得して、後述する制御パターンテーブルを参照して、バッテリ４０の充放電を制御する手段である。ここで制御パターンテーブルはバッテリＥＣＵ２０のメモリに格納された、バッテリ４０への充電動作のアルゴリズムである。バッテリＥＣＵ２０による制御パターンテーブルを用いたバッテリ４０の充電制御動作については後述する。   The battery ECU 20 has the same hardware configuration as the engine ECU 10, acquires information from the temperature sensor 21 that detects the temperature of the electrolyte solution of the battery 40, and the engine ECU 10, and refers to a control pattern table described later, It is means for controlling charging / discharging of the battery 40. Here, the control pattern table is an algorithm of the charging operation for the battery 40 stored in the memory of the battery ECU 20. The charge control operation of the battery 40 using the control pattern table by the battery ECU 20 will be described later.

バッテリ４０は鉛蓄電池として実施され、車両において図視しないエンジン及びその他の電装品の電源であって、エンジンＥＣＵ１０の制御により動作するオルタネータ５０の回生発電により充電される。   The battery 40 is implemented as a lead storage battery, and is a power source for an engine and other electrical components not shown in the vehicle, and is charged by regenerative power generation of an alternator 50 that operates under the control of the engine ECU 10.

以上の構成において、温度センサ２１は本発明の温度計測手段に相当し、タイマ１２は本発明の時間計測手段に相当し、エンジンＥＣＵ１０及びバッテリＥＣＵ２０の組み合わせは本発明の制御手段に相当する。   In the above configuration, the temperature sensor 21 corresponds to the temperature measuring means of the present invention, the timer 12 corresponds to the time measuring means of the present invention, and the combination of the engine ECU 10 and the battery ECU 20 corresponds to the control means of the present invention.

本実施の形態の車両のバッテリの充電制御装置は、上記の構成を備えたことにより、当該充電動作より前のバッテリ４０の状態に基づき、バッテリＥＣＵ２０がオルタネータ５０からのバッテリ４０の充電量としての充電時間を制御することにより、バッテリ４０のサルフェーションの進行を抑制しつつ充電を行う。   The vehicle battery charge control apparatus according to the present embodiment is provided with the above-described configuration, so that the battery ECU 20 determines the amount of charge of the battery 40 from the alternator 50 based on the state of the battery 40 before the charging operation. By controlling the charging time, charging is performed while suppressing the progress of sulfation of the battery 40.

以下、図２のフローチャートを参照して説明する。はじめに、充電条件設定ステップとして、バッテリＥＣＵ２０は、エンジンＥＣＵ１０から暗電流放電量及び直近のＩＧ−ＯＦＦ時間を取得し、これらからバッテリ収支を算出する（Ｓ１０）。ここでバッテリ収支とは暗電流放電量（単位：一例としてＡ）とＩＧ−ＯＦＦ時間（単位：一例としてｓ）の積として定義される量（単位：一例としてＡｓ）である。次に、バッテリＥＣＵ２０は温度センサ２１からバッテリ４０の液温を取得する（Ｓ１１）。   This will be described below with reference to the flowchart of FIG. First, as a charging condition setting step, the battery ECU 20 acquires the dark current discharge amount and the latest IG-OFF time from the engine ECU 10, and calculates the battery balance from these (S10). Here, the battery balance is an amount (unit: As as an example) defined as a product of a dark current discharge amount (unit: A as an example) and an IG-OFF time (unit: s as an example). Next, the battery ECU 20 acquires the liquid temperature of the battery 40 from the temperature sensor 21 (S11).

ここでバッテリ収支及び液温は、バッテリ４０のサルフェーションの評価値として用いられる。すなわち、バッテリ４０のサルフェーションはバッテリ４０の液温とバッテリ収支に依存する一方、バッテリ４０への充電時の反応により進行が抑制され、充電時間の総計が大きくなるほど抑制の効果は大きくなる。   Here, the battery balance and the liquid temperature are used as evaluation values for the sulfation of the battery 40. That is, the sulfation of the battery 40 depends on the liquid temperature of the battery 40 and the battery balance, while the progress is suppressed by the reaction at the time of charging the battery 40, and the suppression effect increases as the total charging time increases.

本発明は上記の知見に基づき、液温とバッテリ収支との相関によりバッテリ４０のサルフェーションの程度が大きくなる条件を設定し、当該条件に対応して車両のエンジンが動作中に可能な充電時間の長短を設定することにより、ヒータその他、バッテリの環境を改変する機械的、電気的な手段を用いることのない低コストな構成にて、バッテリ４０のサルフェーションの進行を抑制する。   Based on the above knowledge, the present invention sets a condition for increasing the degree of sulfation of the battery 40 based on the correlation between the liquid temperature and the battery balance, and the charging time that is possible during operation of the vehicle engine corresponding to the condition. By setting the length, the progress of the sulfation of the battery 40 is suppressed with a low-cost configuration without using a heater or other mechanical and electrical means for modifying the battery environment.

図３はバッテリＥＣＵ２０に格納された制御パターンテーブルの一例である。制御パターンテーブル２０ａは液温とバッテリ収支との相関をマトリックス化し、液温とバッテリ収支とが特定の関係となる条件に区分して、当該区分毎に異なる充電制御パターンを与えるものである。例として、バッテリ収支が比較的小さい（０〜−６０００Ａｓ）領域Ａにおいては、液温の変化はサルフェーションに影響を与えず、且つサルフェーションの進行の程度は小さいと期待され、したがって充電より放電を優先した制御に好適である。   FIG. 3 is an example of a control pattern table stored in the battery ECU 20. The control pattern table 20a forms a matrix of the correlation between the liquid temperature and the battery balance, divides the liquid temperature and the battery balance into conditions that have a specific relationship, and gives different charge control patterns for the respective sections. As an example, in region A where the battery balance is relatively small (0 to -6000 As), the change in the liquid temperature is not expected to affect the sulfation, and the degree of progress of the sulfation is expected to be small. It is suitable for the controlled.

一方、バッテリ収支が大きくなるにつれ、サルフェーションにおける液温の寄与は無視できなくなる。例えば、バッテリ収支が最大に近くなる（−１５０００〜−２００００Ａｓ）領域においては、液温が低い領域Ｄのほうが高い領域Ｃよりもサルフェーションの進行の程度が大きくなると期待され、したがって充電をより優先した制御が好適となる。   On the other hand, as the battery balance increases, the contribution of the liquid temperature in sulfation cannot be ignored. For example, in the region where the battery balance is close to the maximum (−15000 to −20000 As), the region D where the liquid temperature is low is expected to be higher in the degree of sulfation than the region C where the liquid temperature is high. Control is preferred.

バッテリＥＣＵ２０は、以上のような制御パターンテーブル２０ａを参照して、取得したバッテリ４０の直近のバッテリ収支及び液温から、対応する領域Ａ〜Ｄに応じた充電制御パターンを選択し（Ｓ１２）、選択した充電制御パターンに応じて、バッテリ４０に対し、オルタネータ５０からの充電を実行する。   The battery ECU 20 refers to the control pattern table 20a as described above, and selects a charge control pattern corresponding to the corresponding region A to D from the battery balance and liquid temperature of the acquired battery 40 (S12), The battery 40 is charged from the alternator 50 according to the selected charge control pattern.

図４は、制御パターンテーブル２０ａの設定に基づく充電制御パターンの一例である。充電制御パターンは、車両のエンジンが動作中に可能な充電動作の可否及び充電動作期間の組合せとして定められ、図４においては、いわゆる押し込み充電時間の設定に例示される充電時間を延長する制御（イ）、所定期間（例えば車両のエンジンを駆動させてから停止させるまで）放電を禁止することにより充電時間を伸長させる制御（ロ）、アイドリングストップ禁止時間を抑制する（図中「△」、所定値（例：数ｓｅｃ）のみアイドリングを許可して充電時間を確保する）又は０とする制御（ハ）を領域毎に組み合わせることで、充電時間の長短を制御して、サルフェーションの進行を効果的に抑制することが可能となる。   FIG. 4 is an example of a charge control pattern based on the setting of the control pattern table 20a. The charging control pattern is defined as a combination of the charging operation availability and the charging operation period that can be performed while the vehicle engine is in operation. In FIG. 4, the control for extending the charging time exemplified by the so-called push-in charging time setting ( B) Control for extending the charging time by prohibiting discharging (for example, from driving the vehicle engine to stopping it) (b), suppressing idling stop prohibiting time (“Δ” in the figure, predetermined By combining the value (example: several seconds) with idling only to ensure the charging time) or the control (c) to 0 for each region, the length of the charging time is controlled and the progress of sulfation is effective. Can be suppressed.

以上のように、本発明の実施の形態の車両のバッテリの充電制御装置によれば、低コストな構成にて劣化としてのサルフェーションの進行を抑制してバッテリの充電を行うことが可能になるという効果を奏する。   As described above, according to the vehicle battery charge control device of the embodiment of the present invention, it is possible to charge the battery while suppressing the progress of sulfation as deterioration with a low-cost configuration. There is an effect.

しかしながら、本発明は、上記の実施の形態により限定されるものではない。   However, the present invention is not limited to the above embodiment.

上記の説明においては、本発明の制御手段はエンジンＥＣＵ１０及びバッテリＥＣＵ２０の組み合わせによるものとしたが、本発明は、自動車の制御を行う任意のＥＣＵ又は複数のＥＣＵの組み合わせにより実現するものとしてもよい。   In the above description, the control means of the present invention is based on the combination of the engine ECU 10 and the battery ECU 20. However, the present invention may be realized by any ECU that controls the automobile or a combination of a plurality of ECUs. .

更に、上記の説明において、本発明のバッテリは鉛蓄電池であり、液温の温度を検出するものとしたが、本発明のバッテリは劣化を生じるとともに充電時間を伸長する制御により当該劣化の進行が抑制されるものであれば他の種類の蓄電池であってもよい。   Furthermore, in the above description, the battery of the present invention is a lead storage battery, and the temperature of the liquid temperature is detected. However, the battery of the present invention is deteriorated and the progress of the deterioration is controlled by the control for extending the charging time. Other types of storage batteries may be used as long as they are suppressed.

更に、バッテリ４０に対する充電の電源はエンジンにより駆動するオルタネータ５０としたが、ハイブリッド車のモータその他任意の発電機であってもよい。   Furthermore, although the power source for charging the battery 40 is the alternator 50 driven by the engine, it may be a motor of a hybrid vehicle or any other generator.

更に、上記の説明において、バッテリ４０に対する充電の電源はエンジンにより駆動するオルタネータ５０としたが、ハイブリッド車のモータその他任意の発電機であってもよい。   Furthermore, in the above description, the power source for charging the battery 40 is the alternator 50 driven by the engine, but it may be a motor of a hybrid vehicle or any other generator.

更に、上記の説明においては、本発明の車両の例として四輪自動車を挙げたが、本発明の車両はバッテリが搭載されたものであればよく、その他の具体的構成に限定されない。したがって、本発明は、内燃機関のみで動作する車両、内燃機関と電動機とを備えたハイブリッド車両、電動機のみにて動作する車両にて実施してもよく、二輪車、列車、その他の車両において実施してもよい。   Furthermore, in the above description, a four-wheeled vehicle is cited as an example of the vehicle of the present invention. However, the vehicle of the present invention may be any vehicle as long as it is equipped with a battery, and is not limited to other specific configurations. Therefore, the present invention may be implemented in a vehicle that operates only with an internal combustion engine, a hybrid vehicle that includes an internal combustion engine and an electric motor, a vehicle that operates only with an electric motor, and is implemented in a motorcycle, a train, and other vehicles. May be.

以上のように、本発明は、車両に搭載されたバッテリの充電を制御する充電制御装置であって、前記バッテリの電解質の温度を計測する温度計測手段と、前記車両のイグニッションスイッチがオフになっている時間を計測する時間計測手段と、前記温度計測手段が計測した温度、前記時間計測手段が計測した時間、及び所定の放電量とに基づいて、前記バッテリへ充電を行う際の充電量を制御する制御手段とを備えたものであればよく、その他の具体的な目的、用途、構成によって限定されるものではない。   As described above, the present invention is a charge control device that controls charging of a battery mounted on a vehicle, and the temperature measuring means for measuring the temperature of the electrolyte of the battery and the ignition switch of the vehicle are turned off. The amount of charge when charging the battery based on the time measuring means for measuring the time during which the battery is charged, the temperature measured by the temperature measuring means, the time measured by the time measuring means, and the predetermined discharge amount. Any control means may be used as long as it includes control means for controlling, and the invention is not limited by other specific purposes, applications, and configurations.

したがって、本発明は、その要旨を逸脱しない範囲内であれば、以上説明したものを含め、上記実施の形態に種々の変更を加えたものとして実施してもよい。   Therefore, the present invention may be implemented by adding various modifications to the above embodiment, including those described above, as long as they do not depart from the spirit of the present invention.

以上のような本発明は、低コストな構成にて劣化の進行を抑制してバッテリの充電を行うことが可能になるという効果を奏し、例えばエンジン自動車やハイブリッド自動車等の車両への適用において有用である。   The present invention as described above has an effect that it is possible to charge the battery while suppressing the progress of deterioration with a low-cost configuration, and is useful for application to vehicles such as engine cars and hybrid cars, for example. It is.

１ バッテリの充電制御装置
１０ エンジンＥＣＵ
１１ イグニッションスイッチ
１２ タイマ
２０ バッテリＥＣＵ
２０ａ 制御パターンテーブル
２１ 温度センサ
３０ 通信バス
４０ バッテリ
５０ オルタネータ 1 Battery Charge Control Device 10 Engine ECU
11 Ignition switch 12 Timer 20 Battery ECU
20a Control pattern table 21 Temperature sensor 30 Communication bus 40 Battery 50 Alternator

Claims (1)

車両に搭載されたバッテリの充電を制御する充電制御装置であって、
前記バッテリの電解質の温度を計測する温度計測手段と、
前記車両のイグニッションスイッチがオフになっている時間を計測する時間計測手段と、
前記温度計測手段が計測した温度、前記時間計測手段が計測した時間、及び所定の放電量とに基づいて、前記バッテリへ充電を行う際の充電量を制御する制御手段とを備えた、
車両のバッテリの充電制御装置。 A charge control device for controlling charging of a battery mounted on a vehicle,
Temperature measuring means for measuring the temperature of the electrolyte of the battery;
Time measuring means for measuring the time when the ignition switch of the vehicle is off,
Control means for controlling the amount of charge when charging the battery based on the temperature measured by the temperature measuring means, the time measured by the time measuring means, and a predetermined discharge amount;
A charging control device for a vehicle battery.
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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009005577A (en) * 2007-05-18 2009-01-08 Toyota Motor Corp Device and method of controlling power supply system, program achieving the same method, and recording medium where the same program is recorded
JP2016199091A (en) * 2015-04-08 2016-12-01 トヨタ自動車株式会社 Control device of hybrid vehicle
JP2017071299A (en) * 2015-10-07 2017-04-13 トヨタ自動車株式会社 Charge-discharge control apparatus for power storage device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009005577A (en) * 2007-05-18 2009-01-08 Toyota Motor Corp Device and method of controlling power supply system, program achieving the same method, and recording medium where the same program is recorded
JP2016199091A (en) * 2015-04-08 2016-12-01 トヨタ自動車株式会社 Control device of hybrid vehicle
JP2017071299A (en) * 2015-10-07 2017-04-13 トヨタ自動車株式会社 Charge-discharge control apparatus for power storage device

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