JP2021182797A - Charging control system - Google Patents

Abstract

To provide a charging control system capable of efficiently charging a drive battery pack that is a drive secondary battery while suppressing increase in manufacturing cost of an electric vehicle.SOLUTION: The present invention discloses a charging control system in an electric vehicle can be charged by electric power received from an external power source, the electric vehicle including: an interface unit for receiving electric power from the external power source; a drive battery pack to be charged by electric power received from the external power source; a wiring unit for electrically connecting the interface unit and the drive battery pack; a cutoff device provided to the wiring unit; a control device for controlling charging of the drive battery pack; and a voltage sensor for measuring a voltage value of electric power received from the external power source. The control device determines a charging profile for charging the drive battery pack based on a voltage value measured by the voltage sensor.SELECTED DRAWING: Figure 2

Description

The present invention relates to a charge control system in an electric vehicle that can be charged by electric power received from an external power source.

Conventionally, there is a vehicle (hereinafter, also referred to as an electric vehicle) which is provided with a motor for driving and a secondary battery and travels by driving the motor by the electric power of the secondary battery. Such an electric vehicle can be charged from an external power source to a secondary battery for driving, such as a so-called plug-in hybrid vehicle or an electric vehicle. There is something that I did.

Reference 1 is a vehicle power storage system including a charging inlet connected to an assembled battery via a positive electrode side charging line and a negative electrode side charging line, and charges the assembled battery with electric power received from an external power source by the charging inlet. The technology to do so is disclosed.

Reference 2 discloses a technique in which the internal temperature of an automobile charging device is measured by a temperature sensor and the charging current to the storage battery of the charging automobile is controlled according to the measured internal temperature.

Japanese Unexamined Patent Publication No. 2013-247771 Japanese Unexamined Patent Publication No. 2012-060778

However, in the prior art, there is room for improvement from the viewpoint of efficiently charging the drive battery pack, which is a drive secondary battery, while suppressing the manufacturing cost of the electric vehicle.

The present invention provides a charge control system that enables efficient charging of a drive battery pack, which is a drive secondary battery, while suppressing the manufacturing cost of an electric vehicle.

The present invention
It is a charge control system in an electric vehicle that can be charged by the electric power received from an external power source.
The electric vehicle is
An interface unit that receives power from the external power supply and
A drive battery pack that is charged by the electric power received from the external power source, and
A conductor unit that electrically connects the interface unit and the drive battery pack,
The blocking device provided in the conducting wire portion and
A control device that controls the charging of the drive battery pack, and
A voltage sensor that measures the voltage value of the power received from the external power supply, and
Equipped with
The control device determines a charging profile when charging the drive battery pack with the electric power received from the external power source based on the voltage value measured by the voltage sensor.

According to the present invention, it is possible to efficiently charge a drive battery pack, which is a drive secondary battery, while suppressing the manufacturing cost of an electric vehicle.

It is a schematic side view which shows the vehicle which comprises the charge control system of one Embodiment of this invention. It is a figure which shows the structure of the charge control system of the vehicle shown in FIG. It is a block diagram which shows the functional configuration of the control device of the charge control system shown in FIG. This is an example showing an example of the first charging profile. It is a figure which shows an example of the 2nd charge profile.

Hereinafter, an embodiment of the charge control system of the present invention will be described in detail with reference to the drawings. In the following description, front / rear and up / down mean the directions seen from the operator of the vehicle provided with the charge control system of the present embodiment. Further, in the drawing, the front of the vehicle is shown as Fr, the rear is shown as Rr, the upper side is shown as U, and the lower side is shown as D.

[vehicle]
As shown in FIG. 1, the vehicle 1 is partitioned by a floor panel 2 and a dash panel 3 into a vehicle compartment 4, a luggage compartment 5, and a front room 6 in front of the passenger compartment 4. The passenger compartment 4 is provided with a front seat 7 and a rear seat 8. The front room 6 is provided with a drive motor MOT as a drive source for driving the left and right front wheel FWs, and a drive battery pack BAT for supplying electric power to the drive motor MOT is located below the passenger compartment 4. Have been placed. The vehicle 1 is an electric vehicle that travels by driving a drive motor MOT with the power of a drive battery pack BAT, and is specifically an electric vehicle.

Further, the front room 6 is also provided with a charging JB (Junction Box) 10 that relays electric power received from an external power source (not shown) by an interface unit 9 described later. By providing the charging JB 10 in the front room 6, it is not necessary to provide a space for accommodating only the charging JB 10 separately from the front room 6, and the charging JB 10 can be easily mounted on the vehicle 1.

The interface unit 9 is an interface for receiving electric power from an external power source, and is, for example, a charging inlet for connecting a connector of a charging cable extending from the external power source. Further, the interface portion 9 is provided on the front portion of the vehicle 1. More specifically, in the present embodiment, the interface portion 9 is provided on the left side surface of the front portion of the vehicle 1. By providing the interface portion 9 in the front portion of the vehicle 1 in this way, the wiring length between the charging JB 10 provided in the front room 6 and the interface portion 9 (for example, the positive electrode side conducting wire portion L1 and the negative electrode side conducting wire portion described later). The length of L2) can be shortened. Therefore, it is possible to suppress the power loss from the interface unit 9 to the charging JB10, suppress the manufacturing cost of the vehicle 1, reduce the weight of the vehicle 1, and the like.

In this embodiment, an example in which the interface unit 9 is used as a charging inlet will be described, but the present invention is not limited to this. For example, the interface unit 9 may be a power receiving coil or the like that can receive power transmitted from an external power source in a non-contact manner. When the interface unit 9 is a power receiving coil, the interface unit 9 may be provided, for example, below the front room 6 so as to face the power transmission coil arranged on the ground.

[Charge control system]
Next, the charge control system 11 of the vehicle 1 will be described with reference to FIG. In FIG. 2, the charge control system 11 is a device that charges the drive battery pack BAT with the electric power received from the external power source. Specifically, the charge control system 11 includes an interface unit 9, a drive battery pack BAT, a positive electrode side lead wire portion L1, a negative electrode side lead wire portion L2, a positive electrode side contactor SW1, and a negative electrode side contactor SW2. It includes a voltage sensor 12 and a control device CTR.

The interface unit 9 is, for example, a charging inlet including a positive electrode terminal and a negative electrode terminal, and is configured to be able to connect a connector 20 of a charging cable extending from an external power source. Here, the external power supply converts, for example, an alternating current supplied from a commercial power source (hereinafter, also simply referred to as an alternating current) into a direct current (hereinafter, also simply referred to as a direct current), and outputs the converted direct current from the connector 20. It is a charger. Then, the interface unit 9 receives, for example, the direct current output from the connector 20.

The drive battery pack BAT is a power storage device capable of storing electric power for driving the vehicle 1 (that is, electric power for driving the drive motor MOT), and is, for example, as a terminal voltage between the positive electrode terminal and the negative electrode terminal. It is configured to be able to output a high voltage such as 100 to 400 [V]. For example, the drive battery pack BAT is configured by connecting a plurality of unit storage cells (not shown) in series or series-parallel. Here, the unit storage cell is, for example, a secondary battery such as a lithium ion battery or a nickel hydrogen battery.

Further, although illustration and detailed description are omitted, the drive battery pack BAT includes, for example, a control circuit capable of adjusting a current (hereinafter, also referred to as a charging current) for charging the drive battery pack BAT, and this control. It includes a charging IC (Integrated Circuit) that controls the circuit. The charging IC is provided so as to be able to communicate with the control device CTR described later, and controls the above control circuit according to an instruction from the control device CTR.

The positive electrode side lead wire portion L1 electrically connects the positive electrode terminal of the interface portion 9 and the positive electrode terminal of the drive battery pack BAT. The positive electrode side lead wire portion L1 is composed of, for example, a lead wire having one end connected to the positive electrode terminal of the interface portion 9 and the other end connected to the positive electrode terminal of the drive battery pack BAT. The positive electrode side conducting wire portion L1 is an example of the conducting wire portion in the present invention.

Further, a positive electrode side contactor SW1 is provided at an intermediate position of the positive electrode side conducting wire portion L1. The positive electrode side contactor SW1 is a contactor (electromagnetic switch) that opens and closes according to the control of the control device CTR. The positive electrode side conducting wire portion L1 is in a conductive state when the positive electrode side contactor SW1 is in a closed state, and is in a non-conducting state when the positive electrode side contactor SW1 is in an open state. The positive electrode side contactor SW1 is an example of the breaking device in the present invention.

The negative electrode side lead wire portion L2 electrically connects the negative electrode terminal of the interface portion 9 and the negative electrode terminal of the drive battery pack BAT. The negative electrode side lead wire portion L2 is composed of, for example, a lead wire having one end connected to the negative electrode terminal of the interface portion 9 and the other end connected to the negative electrode terminal of the drive battery pack BAT.

Further, a negative electrode side contactor SW2 is provided at an intermediate position of the negative electrode side conducting wire portion L2. The negative electrode side contactor SW2 is a contactor (electromagnetic switch) that opens and closes according to the control of the control device CTR. The negative electrode side conducting wire portion L2 is in a conductive state when the negative electrode side contactor SW2 is in a closed state, and is in a non-conducting state when the negative electrode side contactor SW2 is in an open state.

The voltage sensor 12 is a voltage sensor that measures the voltage value of the electric power received from the external power source by the interface unit 9. Specifically, one end of the voltage sensor 12 is connected to the positive electrode side lead wire portion L1 and the other end is connected to the negative electrode side lead wire portion L2, and the voltage sensor 12 is located between the positive electrode side lead wire portion L1 and the negative electrode side lead wire portion L2. Measure the voltage value (potential difference). Further, the voltage sensor 12 is provided so as to be able to communicate with the control device CTR described later, and outputs voltage value information indicating the measured voltage value to the control device CTR.

As shown in FIG. 2, for example, a part of the positive electrode side conducting wire portion L1 and the negative electrode side conducting wire portion L2, the positive electrode side contactor SW1, the negative electrode side contactor SW2, and the voltage sensor 12 are provided in the charging JB10. ..

The control device CTR is a device that controls the charging of the drive battery pack BAT. The control device CTR is provided so as to be communicable with, for example, the positive electrode side contactor SW1 and the negative electrode side contactor SW2, and outputs an open command or a close command to the positive electrode side contactor SW1 and the negative electrode side contactor SW2. Thereby, the control device CTR can control the opening and closing of the positive electrode side contactor SW1 and the negative electrode side contactor SW2 to control the charging (for example, start and stop of charging) of the drive battery pack BAT.

Further, the control device CTR controls the charging (for example, charging current) of the driving battery pack BAT by instructing the charging IC of the driving battery pack BAT to charge based on a predetermined charging profile, for example. You can also do it. The charging profile will be described later. For example, the control device CTR is realized by an ECU (Electronic Control Unit) including a processor, a memory, an interface, and the like.

As shown in FIG. 2, the drive battery pack BAT is provided in a state of being electrically connected to the power conversion device 13. Then, the electric power of the drive battery pack BAT is output to the electric power conversion device 13 according to the operation of the operator of the vehicle 1. The power conversion device 13 converts the electric power (direct current) input from the drive battery pack BAT into alternating current and outputs it to the drive motor MOT realized by an alternating current motor such as a three-phase alternating current motor. The drive motor MOT drives the vehicle 1 by converting the electric power input from the power conversion device 13 into power and driving the front wheel FW.

Further, when the AC regenerative power generated by the drive motor MOT is input during braking of the vehicle 1, the power conversion device 13 converts it into direct current and outputs it to the drive battery pack BAT. As a result, the drive battery pack BAT can be charged by the regenerative power.

Further, the power conversion device 13 includes a DC-DC converter (not shown), and the power from the drive battery pack BAT is used to charge the vehicle auxiliary battery (not shown) by the DC-DC converter (not shown). For example, it may be converted (that is, stepped down) to 12 [V]). The drive battery pack BAT and the power conversion device 13 may be housed in the same case as an IPU (Intelligent Power Unit), and may be arranged, for example, below the vehicle interior 4.

[Control device]
Next, the functional configuration of the control device CTR will be described with reference to FIG. As shown in FIG. 3, the control device CTR has an acquisition unit 21, a calculation unit 22, and an estimation unit 23 as functional units realized by the processor executing a program stored in a memory or the like of the control device CTR. And a charge control unit 24.

The acquisition unit 21 acquires information on the electric power received from the external power source by the interface unit 9. Specifically, the acquisition unit 21 includes a voltage value acquisition unit 21a for acquiring a voltage value and a current value acquisition unit 21b for acquiring a current value.

The voltage value acquisition unit 21a is a positive electrode side lead wire unit measured by the voltage sensor 12 during charging with electric power received from an external power source via the interface unit 9 based on the voltage value information received from the voltage sensor 12 by the control device CTR. The voltage value between L1 and the negative electrode side lead wire portion L2 is acquired.

The current value acquisition unit 21b acquires the current value of the current flowing through the positive electrode side conductor L1 or the negative electrode side conductor L2 (hereinafter, also simply referred to as the conductor unit) when charging with the electric power received from the external power source via the interface unit 9. do.

The current value of the current flowing through the conducting wire portion during charging is substantially equal to the current value of the current flowing through the drive battery pack BAT during charging. Therefore, the current value acquisition unit 21b uses, for example, the current value measured at the time of charging by a current sensor (not shown) for measuring the current value of the current flowing through the drive battery pack BAT, and the current of the current flowing through the lead wire unit at the time of charging. Get as a value.

A current sensor that measures the current value of the current flowing through the drive battery pack BAT is provided in the drive battery pack BAT in a state of being able to communicate with the control device CTR, and controls current value information indicating the measured current value. It is configured to output to the device CTR. In this way, by using the current sensor of the drive battery pack BAT to acquire the current value of the current flowing through the conductor portion, the current value of the current flowing through the conductor portion is not required to be provided in the conductor portion. Can be acquired by the control device CTR. That is, it is possible to acquire the current value of the current flowing through the conducting wire portion while suppressing the manufacturing cost of the vehicle 1.

Further, the current value of the current flowing through the conducting wire portion during charging is substantially equal to the current value of the current output from the external power source (for example, the connector 20) during charging. Therefore, the current value acquisition unit 21b acquires the current value measured at the time of charging by the current sensor (not shown) that measures the current value of the current output from the external power source as the current value of the current flowing through the conductor unit at the time of charging. You may try to do it.

A current sensor that measures the current value of the current output from the external power supply is provided in the external power supply in a state where it can communicate with the control device CTR using an arbitrary communication method (for example, wireless communication), and the measured current is measured. It is configured to output the current value information indicating the value to the control device CTR. In this way, by using the current sensor of the external power supply to acquire the current value of the current flowing through the conducting wire portion, the control device can control the current value of the current flowing through the conducting wire portion without providing a current sensor in the conducting wire portion. It can be acquired by the CTR. That is, it is possible to acquire the current value of the current flowing through the conducting wire portion while suppressing the manufacturing cost of the vehicle 1.

Here, an example of indirectly acquiring the current value of the current flowing through the conducting wire portion during charging has been described, but the present invention is not limited to this. A current sensor for directly measuring the current value of the current flowing through the lead wire portion may be provided so that the current value acquisition unit 21b acquires the current value measured at the time of charging by this current sensor. In this way, the control device CTR can more accurately acquire the current value of the current flowing through the conducting wire portion during charging.

The calculation unit 22 calculates the electric resistance value of the conducting wire unit based on the voltage value acquired by the voltage value acquisition unit 21a and the current value acquired by the current value acquisition unit 21b. The calculation unit 22 can calculate the electric resistance value of the conductor unit by using, for example, a predetermined calculation formula using Ohm's law. As a result, the electric resistance value of the conductor can be obtained from the voltage value acquired by the voltage value acquisition unit 21a and the current value acquired by the current value acquisition unit 21b. It is possible to estimate the temperature of the part. That is, since it is possible to acquire the temperature of the conductor without providing a temperature sensor for measuring the temperature of the conductor, it is possible to acquire the temperature of the conductor while suppressing the manufacturing cost of the vehicle 1. It will be possible. The above calculation formula used for calculating the electric resistance value is stored in advance in, for example, the memory of the control device CTR.

The estimation unit 23 estimates the temperature of the conductor unit based on the electric resistance value of the conductor unit calculated by the calculation unit 22. The temperature of the conducting wire portion can be estimated by a method such as calculation based on the temperature dependence of the electric resistance value of the conducting wire portion. Further, the correlation between the temperature of the lead wire portion and the ambient temperature of the lead wire portion, the temperature of the positive electrode side contactor SW1 or the negative electrode side contactor SW2 (hereinafter, also simply referred to as a breaker), or the ambient temperature of the breaker is investigated in advance. , The estimation unit 23 may estimate the ambient temperature of the lead wire unit, the temperature of the breaker, or the ambient temperature of the breaker based on this correlation. Here, the ambient temperature of the conductor portion and the ambient temperature of the cutoff device are, for example, the atmospheric temperature in the charging JB10 (for example, the temperature of the air in the charging JB10; hereinafter, also simply referred to as the atmospheric temperature).

In the present embodiment, a calculation formula showing the correlation between the temperature of the lead wire portion and the atmospheric temperature is stored in advance in the memory of the control device CTR or the like, and the estimation unit 23 uses the estimated temperature of the lead wire portion and this calculation. It is assumed that the ambient temperature is estimated using the equation. The atmospheric temperature is substantially equal to the temperature of the breaking device at the time of non-charging or immediately after the start of charging, and tends to change so as to follow the temperature of the breaking device during charging.

The charge control unit 24 determines the charge profile based on the temperature estimated by the estimation unit 23, and controls the charge of the drive battery pack BAT based on the determined charge profile. In the present embodiment, the charge control unit 24 determines the charge profile based on the atmospheric temperature estimated by the estimation unit 23.

Here, the charging profile is for adjusting the current value of the charging current according to, for example, the charging time (for example, the elapsed time from the start of charging). More specifically, the charging profile can define the charging time and the current value of the charging current at the charging time. Specific examples of the charging profile will be described later again with reference to FIGS. 4 and 5.

The charge control unit 24 appropriately instructs the charging IC of the drive battery pack BAT to adjust the current value determined by the determined charge profile to charge the drive battery pack BAT (for example, charge). Current) can be controlled.

Further, a plurality of charging profiles may be provided so as to correspond to different temperature ranges. In the present embodiment, as will be described later, a plurality of charging profiles corresponding to different temperature ranges are stored in advance in the memory or the like of the control device CTR. Then, the charge control unit 24 selects and selects a charge profile corresponding to the temperature range including the temperature estimated by the estimation unit 23 (atmospheric temperature in the present embodiment) from the plurality of charge profiles. The charging profile is determined as the charging profile used to control the current charging. This makes it possible to determine an appropriate charging profile by a simple method.

[Charging profile]
Next, the charging profile will be described with reference to FIGS. 4 and 5. FIG. 4 shows an example of the first charging profile corresponding to the temperature range of Ta to Tb [° C.] (where Ta <Tb). That is, the charge control unit 24 selects the first charge profile shown in FIG. 4 when the atmospheric temperature estimated by the estimation unit 23 is included in the temperature range of Ta to Tb [° C.]. Here, the temperature range of Ta to Tb is a temperature range higher than the temperature range of Tc to Td [° C.] (however, Tc <Td) shown in FIG. 5, and specifically, Ta> Td. For example, when the ambient temperature of the vehicle 1 at the start of charging is high in summer or the like, the atmospheric temperature tends to be within the temperature range of Ta to Tb [° C.], and the drive battery pack BAT according to the first charging profile Easy to charge.

As shown in FIG. 4, in the first charging profile, the charging current in the period from 0 (zero) to t1 [s] is set to a relatively large A1 [A], and the charging time elapses from t1 [s]. It is stipulated that the charging current in the period after the charging is relatively small A2 [A] (that is, A2 <A1).

The positive electrode side contactor SW1 and the negative electrode side contactor SW2, that is, the cutoff device, generates heat during charging. The amount of heat generated at this time differs depending on the charging current. For example, when the charging current is A1 [A], the heat generation amount of the cutoff device is larger than the heat dissipation amount of the cutoff device. Therefore, the temperature of the breaking device rises during charging by the charging current of A1 [A]. On the other hand, for example, when the charging current is A2 [A], the heat generation amount of the cutoff device is equal to or less than the heat dissipation amount of the cutoff device. Therefore, the temperature rise of the breaking device can be stopped at the time of charging by the charging current of A2 [A].

The above-mentioned t1 [s], A1 [A], and A2 [A] are charged by the first charging profile even when the temperature of the breaking device at the start of charging is Tb [° C.], for example. It is predetermined that the temperature of the breaking device does not reach the allowable temperature of the breaking device during this charging.

As shown in FIG. 4, when charging is performed by the first charging profile, the temperature of the breaking device rises because the charging is performed by the charging current of A1 [A] in the period from 0 to t1 [s]. , The atmosphere temperature also rises to chase this. Then, when the charging time elapses from t1 [s], the charging current is changed to A2 [A], so that the temperature rise of the breaking device stops. As a result, the temperature of the breaking device does not reach the allowable temperature of the breaking device. Even if the temperature rise of the breaking device stops, the temperature of the breaking device is higher than the ambient temperature for a certain period after that, so that the ambient temperature rises following the temperature of the breaking device.

According to such a first charging profile, the drive battery pack BAT can be charged by the charging current of A1 [A], which is relatively large within the range where the temperature of the breaking device does not reach the allowable temperature of the breaking device. The drive battery pack BAT can be efficiently charged, and for example, the time required to complete charging to fully charge the drive battery pack BAT can be shortened.

FIG. 5 shows an example of the second charge profile corresponding to the temperature range of Tc to Td [° C.]. That is, the charge control unit 24 selects the second charge profile shown in FIG. 5 when the atmospheric temperature estimated by the estimation unit 23 is included in the temperature range of Tc to Td. For example, when the ambient temperature of the vehicle 1 at the start of charging is lower than in the summer except in the summer, the atmospheric temperature tends to be within the temperature range of Tc to Td [° C], and the drive battery according to the second charging profile. It is easy to charge the pack BAT.

As shown in FIG. 5, in the second charging profile, the charging current in the period from 0 (zero) to t2 [s] (where t2> t1) is set to A1 [A], and the charging time is t2 [s]. ], It is stipulated that the charging current in the period after elapse is A2 [A].

That is, in the second charging profile, the period for charging by the charging current of A1 [A] is longer than that in the first charging profile. However, the above-mentioned t2 [s], A1 [A], and A2 [A] were charged by the second charging profile when, for example, the temperature of the breaking device at the start of charging was Td [° C.]. Even so, it is predetermined that the temperature of the breaking device does not reach the allowable temperature of the breaking device during this charging.

As shown in FIG. 5, when charging is performed by the second charging profile, the temperature of the breaking device rises because the charging is performed by the charging current of A1 [A] in the period from 0 to t2 [s]. , The atmosphere temperature also rises to chase this. Then, when the charging time elapses t2 [s], the charging current is changed to A2 [A], so that the temperature rise of the breaking device stops. As a result, the temperature of the breaking device does not reach the allowable temperature of the breaking device.

According to such a second charging profile, the drive battery pack BAT can be charged by the charging current of A1 [A], which is relatively large within the range where the temperature of the breaking device does not reach the allowable temperature of the breaking device. The drive battery pack BAT can be efficiently charged, and for example, the time required to complete charging to fully charge the drive battery pack BAT can be shortened. Further, according to the second charging profile, it is possible to charge with a relatively large charging current of A1 [A] for a long period of time as compared with the first charging profile, so that the above-mentioned required time can be further shortened. Can be done.

As described above, according to the charge control system 11 of the present embodiment, the ambient temperature is estimated based on the voltage value measured by the voltage sensor 12, and the ambient temperature is determined based on the estimated ambient temperature. It is possible to control the charging of the drive battery pack BAT. As a result, the charge control system 11 is driven by a relatively large charging current within a range in which the temperature of the cutoff device does not reach the allowable temperature of the cutoff device, even if a temperature sensor for measuring the ambient temperature or the temperature of the cutoff device is not provided. It is possible to efficiently charge the battery pack BAT and shorten the time required to complete charging. Therefore, the convenience of the vehicle 1 can be improved.

As described above, the cutoff device (contactor) capable of cutting off the power received from the external power source generates heat due to the influence of the charging current. Therefore, from the viewpoint of preventing failure of the breaking device (for example, welding), it is necessary to limit the charging current so that the temperature of the breaking device does not exceed the allowable temperature of the breaking device. If a temperature sensor for measuring the ambient temperature or the temperature of the breaking device is provided in order to control the charging current so that the temperature of the breaking device does not exceed the allowable temperature of the breaking device, this may be a factor of cost increase.

On the other hand, according to the charge control system 11 of the present embodiment, by using the voltage sensor 12, the temperature of the breaking device can be reached without adding parts such as a temperature sensor which may cause an increase in the manufacturing cost of the vehicle 1. The charging current can be controlled so that the temperature does not exceed the allowable temperature of the breaking device. Therefore, it is possible to efficiently charge the drive battery pack BAT while suppressing the manufacturing cost of the vehicle 1.

Further, in the charge control system 11 of the present embodiment, the interface unit 9 is arranged in the front part of the vehicle 1, and the charge JB 10 including the shutoff device is arranged in the front room 6 of the vehicle 1. Therefore, the atmospheric temperature in the charging JB 10 tends to be high due to the influence of heat from other parts (for example, a radiator) arranged in the front room 6.

Therefore, as described above, the control device CTR estimates the ambient temperature, and by appropriately selecting the charging profile accordingly, the charging current is relatively large within the range where the temperature of the breaking device does not reach the allowable temperature of the breaking device. It is possible to efficiently charge the drive battery pack BAT and contribute to the improvement of charging efficiency.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and can be appropriately modified, improved, and the like.

For example, in the above-described embodiment, the second charging profile is adjusted to adjust the charging current between A1 [A] and A2 [A] in the same manner as the first charging profile, but the present invention is not limited to this. For example, in the second charging profile, the charging current in the period from 0 (zero) to t2 [s] is set to A3 [A] (where A3> A1), and after the charging time elapses t2 [s]. It may be stipulated that the charging current in the period of A4 [A] (where A4> A2) is set. By doing so, it is possible to further shorten the time required to complete charging to fully charge the drive battery pack BAT.

Further, in the above-described embodiment, the charging profile for controlling the charging current in two stages has been described, but the present invention is not limited to this. The charging profile may be such that the charging time for charging with the largest possible charging current can be secured as long as possible without exceeding the allowable temperature of the breaking device. For example, the charging current may be controlled in three or more stages. The charging current may be continuously changed.

Further, in the above-described embodiment, the charging profile adjusts the current value of the charging current according to the charging time, but the present invention is not limited to this. The charging profile may adjust the current value of the charging current according to the estimated temperature such as the atmospheric temperature of the charging JB10. More specifically, in the charging profile, for example, the charging current is set to A1 [A] and the atmospheric temperature is set to Tx [° C] until the atmospheric temperature is Tx [° C.] (however, Tx is the allowable temperature of the breaking device). After exceeding the limit, it may be specified that the charging current is set to A2 [A]. When such a charging profile is used, the control device CTR estimates the atmospheric temperature and the like at a predetermined cycle during charging, and controls the charging current based on the estimated temperature and the charging profile. As a result, the control device CTR can control the charging current in real time according to the estimated temperature, and efficiently charges the drive battery pack BAT within the range where the temperature of the breaking device does not exceed the allowable temperature of the breaking device. It becomes possible to do.

Further, in the above-described embodiment, the charging profile is stored in advance in the memory of the control device CTR or the like, but the present invention is not limited to this. For example, the control device CTR may generate a charging profile on the fly (ie, in real time) based on an estimated atmospheric temperature or the like. Further, the control device CTR may communicate with an external computer and acquire a charging profile from the external computer.

Further, in the above-described embodiment, the interface unit 9 is arranged in the front part of the vehicle 1 and the charging JB10 including the shutoff device is arranged in the front room 6, but these arrangement positions are not limited to the above example. It may be in any position.

Further, in the above-described embodiment, the example in which the vehicle 1 is an electric vehicle has been described, but the vehicle 1 may be a plug-in hybrid vehicle including an internal combustion engine in addition to the drive motor MOT.

At least the following matters are described in the present specification. The components and the like corresponding to the above-described embodiments are shown in parentheses, but the present invention is not limited thereto.

(1) A charge control system (charge control system 11) in an electric vehicle (vehicle 1) that can be charged by electric power received from an external power source.
The electric vehicle is
An interface unit (interface unit 9) that receives power from the external power source and
A drive battery pack (drive battery pack BAT) charged by the electric power received from the external power source, and
A conductor portion (positive electrode side conductor portion L1, negative electrode side conductor portion L2) for electrically connecting the interface portion and the drive battery pack, and
The blocking device (positive electrode side contactor SW1 and negative electrode side contactor SW2) provided in the conducting wire portion and
A control device (control device CTR) that controls charging of the drive battery pack, and
A voltage sensor (voltage sensor 12) that measures the voltage value of the electric power received from the external power source, and
Equipped with
The control device determines a charging profile when charging the drive battery pack with electric power received from the external power source based on the voltage value measured by the voltage sensor.
Charge control system.

According to (1), based on the voltage value measured by the voltage sensor that measures the voltage value of the electric power received from the external power source, the charging profile for charging the drive battery pack with the electric power received from the external power source is set. Since it is determined, it is possible to efficiently charge the drive battery pack, which is a secondary battery for drive, while suppressing the manufacturing cost of the electric vehicle.

(2) The charge control system according to (1).
The control device calculates the electric resistance value of the conducting wire portion based on the voltage value and the current value of the current flowing through the conducting wire portion, and determines the charging profile based on the electric resistance value.
Charge control system.

According to (2), the electric resistance value of the lead wire portion is calculated based on the voltage value of the electric power received from the external power source and the current value of the current flowing through the wire portion, and the charging profile is determined based on this electric resistance value. Therefore, it is possible to efficiently charge the drive battery pack, which is a secondary battery for drive, while suppressing the manufacturing cost of the electric vehicle.

(3) The charge control system according to (2).
Based on the electric resistance value, the control device has at least one of the temperature of the conducting wire portion, the ambient temperature of the conducting wire portion, the temperature of the breaking device, and the ambient temperature of the breaking device. One temperature is estimated and the charging profile is determined based on the estimated temperature.
Charge control system.

According to (3), at least one of the temperature of the lead wire, the ambient temperature of the lead wire, the temperature of the breaker, and the ambient temperature of the breaker is estimated based on the electric resistance value of the lead wire. However, since the charging profile is determined based on the estimated temperature, it is possible to efficiently charge the driving battery pack, which is a secondary battery for driving, while suppressing the manufacturing cost of the electric vehicle.

(4) The charge control system according to (3).
The control device has a plurality of charging profiles, each of which corresponds to a different temperature range, and is determined from the plurality of charging profiles to be a charging profile corresponding to the estimated temperature range including the temperature.
Charge control system.

According to (4), an appropriate charging profile can be determined by a simple method.

(5) The charge control system according to any one of (1) to (4).
The charging profile adjusts the current value of the charging current according to the charging time.
Charge control system.

According to (5), since the current value of the charging current can be adjusted according to the charging time, it is possible to efficiently charge the drive battery pack within a range that does not exceed the allowable temperature of the breaking device. do.

(6) The charge control system according to (3).
The charging profile adjusts the current value of the charging current according to the estimated temperature.
Charge control system.

According to (6), since it is possible to adjust the current value of the charging current according to the estimated temperature, it is possible to efficiently charge the drive battery pack within the range not exceeding the allowable temperature of the breaking device. to enable.

(7) The charge control system according to any one of (1) to (6).
The interface portion is provided on the front portion of the electric vehicle, and the interface portion is provided on the front portion of the electric vehicle.
A part of the breaking device and the conducting wire portion is provided in the front room (front room 6) of the electric vehicle.
Charge control system.

According to (7), it is possible to efficiently charge the drive battery pack BAT and contribute to the improvement of the charging efficiency.

1 Vehicle 6 Front room 9 Interface part 12 Voltage sensor L1 Positive electrode side lead wire part L2 Negative electrode side lead wire part SW1 Positive electrode side contactor SW2 Negative electrode side contactor BAT Drive battery pack CTR control device

Claims (7)

It is a charge control system in an electric vehicle that can be charged by the electric power received from an external power source.
The electric vehicle is
An interface unit that receives power from the external power supply and
A drive battery pack that is charged by the electric power received from the external power source, and
A conductor unit that electrically connects the interface unit and the drive battery pack,
The blocking device provided in the conducting wire portion and
A control device that controls the charging of the drive battery pack, and
A voltage sensor that measures the voltage value of the power received from the external power supply, and
Equipped with
The control device determines a charging profile when charging the drive battery pack with electric power received from the external power source based on the voltage value measured by the voltage sensor.
Charge control system. The charge control system according to claim 1.
The control device calculates the electric resistance value of the conducting wire portion based on the voltage value and the current value of the current flowing through the conducting wire portion, and determines the charging profile based on the electric resistance value.
Charge control system. The charge control system according to claim 2.
Based on the electric resistance value, the control device has at least one of the temperature of the conducting wire portion, the ambient temperature of the conducting wire portion, the temperature of the breaking device, and the ambient temperature of the breaking device. One temperature is estimated and the charging profile is determined based on the estimated temperature.
Charge control system. The charge control system according to claim 3.
The control device has a plurality of charging profiles, each of which corresponds to a different temperature range, and is determined from the plurality of charging profiles to be a charging profile corresponding to the estimated temperature range including the temperature.
Charge control system. The charge control system according to any one of claims 1 to 4.
The charging profile adjusts the current value of the charging current according to the charging time.
Charge control system. The charge control system according to claim 3.
The charging profile adjusts the current value of the charging current according to the estimated temperature.
Charge control system. The charge control system according to any one of claims 1 to 6.
The interface portion is provided on the front portion of the electric vehicle, and the interface portion is provided on the front portion of the electric vehicle.
A part of the breaking device and the conducting wire portion is provided in the front room of the electric vehicle.
Charge control system.

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