WO2010084599A1

WO2010084599A1 - Charge control device

Info

Publication number: WO2010084599A1
Application number: PCT/JP2009/051040
Authority: WO
Inventors: 純太泉
Original assignee: トヨタ自動車株式会社
Priority date: 2009-01-23
Filing date: 2009-01-23
Publication date: 2010-07-29

Abstract

Provided is a charge control device for controlling a charge from the outside of a vehicle. The charge control device comprises a step (S100) for detecting the using history of a vehicle, a step (S122) for detecting the temperature, a step (S150) for determining a charge restarting instant in accordance with the using history detected, a step (S160) for stopping the charge once, after charging the battery till the charged state of the battery reaches a first threshold value, a step (S126) for determining a second threshold value in accordance with the temperature detected, a step (S180) for restarting the charge, and a step (S190) for ending the charge when the charged state of the battery comes to a second threshold value.

Description

Charge control device

The present invention relates to a charge control device, and more particularly, to a charge control device that performs control of charging an in-vehicle power storage device configured to be rechargeable from outside the vehicle.

In recent years, secondary batteries such as lithium ion secondary batteries have been adopted as power sources for various portable devices such as mobile phones and portable personal computers. As a charging method of such a secondary battery, charging is started immediately after external power is supplied from the AC adapter, and charging is stopped when the battery state reaches a predetermined full charge state. It is.

However, such a charging method has room for improvement from the viewpoint of suppressing deterioration of the secondary battery.

Japanese Patent Laying-Open No. 9-266639 (Patent Document 1) discloses a charging device that can reliably detect completion of charging of a storage battery pack. In this charging device, the charging current to the battery pack is stopped by detecting a high temperature by a thermistor housed in the storage battery pack or opening a switch by detecting a high temperature of the thermostat. Thereby, even if a failure occurs in the thermostat, the charging current to the storage battery pack can be reliably stopped by the thermistor. In addition, since the charging current is passed through the thermostat, even if the thermistor or the like breaks down, continuous charging (overcharge) at high temperatures due to full charging can be prevented, and damage to the storage battery can be suppressed. it can.
Japanese Patent Laid-Open No. 9-266639 JP 2004-194481 A

In recent years, batteries such as lithium ion batteries that have been adopted for portable devices and the like are also being studied as power storage devices for driving vehicles such as electric vehicles and hybrid vehicles. However, vehicles have a longer life cycle than portable devices. For this reason, a longer life is required for a secondary battery for a vehicle than for a portable device.

In recent years, from the viewpoint of reducing carbon dioxide emissions, etc., it has been studied to allow the hybrid vehicle to be charged from the outside. Also from this point, a charging method is desired which has good charging efficiency and suppresses the carbon dioxide emission as much as possible.

An object of the present invention is to provide a charge control device that extends the life of a power storage device as much as possible within a range that does not impair user-friendliness.

In summary, the present invention relates to a charge control device that performs charge control on a power storage device configured to be rechargeable from the outside of the vehicle, and relates to a use history detection unit that detects a use history of the vehicle, and the power storage device. After the temperature detection unit for detecting the temperature and the charge resumption time are determined according to the use history, and the power storage device is charged until the charge state of the power storage device reaches the first threshold value according to the charge start instruction Charging is temporarily stopped, a second threshold value is determined according to the temperature detected by the temperature detection unit, charging is resumed when the current time is the charging resumption time, and the state of charge of the power storage device is the second And a controller that completes charging when the threshold value is reached.

Preferably, the control unit determines the first threshold value according to the temperature detected by the temperature detection unit.

Preferably, the vehicle includes a power storage device, a motor that drives the vehicle using the power of the power storage device, and a charger that receives power from a power supply external to the vehicle and charges the power storage device in accordance with an instruction from the control unit.

According to the present invention, since a charging method suitable for an individual vehicle is set, the life of the power storage device can be extended as much as possible within a range that does not impair the user's usability.

It is a schematic block diagram which shows the plug-in hybrid vehicle carrying the control apparatus which concerns on embodiment of this invention. It is a figure explaining the electric system of the plug-in hybrid vehicle shown in FIG. It is a figure explaining the charging system by the external power supply in a plug-in hybrid vehicle. It is the figure which contrasted and showed the example of examination of a charging schedule, and the example of improvement. It is a flowchart for demonstrating the charge control which ECU performs in this Embodiment. FIG. 6 is a diagram for explaining determination of first and second threshold values (SOC1, SOC2) executed in steps S124 and S126 in FIG. 5;

Explanation of symbols

100 engine, 110, 120 MG, 130 power split mechanism, 140 speed reducer, 150 battery, 160 front wheel, 170 ECU, 175 charge start switch, 180, 182, 188 voltage sensor, 184 current sensor, 186 temperature sensor, 200 converter, 210, 220 inverter, 230 SMR, 240 charger, 242 AC / DC conversion circuit, 244 DC / AC conversion circuit, 246 insulation transformer, 248 rectifier circuit, 250 inlet, 300 charging cable, 310 connector, 312 switch, 320 plug, 330 CCID, 332 relay, 334 control pilot circuit, 400 outlets, 402 external power supply.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

FIG. 1 is a schematic configuration diagram showing a plug-in hybrid vehicle equipped with a control device according to an embodiment of the present invention.

1, the plug-in hybrid vehicle includes an engine 100, an MG (Motor Generator) 110, an MG 120, a power split mechanism 130, a speed reducer 140, and a battery 150.

Engine 100, MG110, MG120, and battery 150 are controlled by ECU (Electronic Control Unit) 170. ECU 170 may be divided into a plurality of ECUs.

This vehicle travels by driving force from at least one of engine 100 and MG 120. More specifically, the plug-in hybrid vehicle travels automatically or manually by switching between the HV traveling mode and the EV traveling mode.

The HV travel mode is a mode in which one or both of the engine 100 and the MG 120 is automatically selected as a drive source according to the driving state and travels. The EV travel mode is a mode in which travel is performed using only the MG 120 as a drive source. Even in the EV travel mode, engine 100 may be operated for power generation or the like.

Engine 100, MG110 and MG120 are connected via power split mechanism 130. The power generated by the engine 100 is divided into two paths by the power split mechanism 130. One path is a path for driving the front wheels 160 via the speed reducer 140. The other path is a path for driving MG 110 to generate power.

MG110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. MG 110 generates power using the power of engine 100 divided by power split mechanism 130. For example, during normal travel, the electric power generated by MG 110 becomes electric power for driving MG 120 as it is. On the other hand, when the remaining capacity of battery 150 (hereinafter also referred to as SOC “State of Charge”) is lower than a predetermined value, the electric power generated by MG 110 is converted from AC to DC by an inverter described later. At the same time, the voltage is adjusted by a converter described later and stored in the battery 150.

MG120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. MG 120 is driven by at least one of the electric power stored in battery 150 and the electric power generated by MG 110.

The driving force generated by the MG 120 is transmitted to the front wheel 160 via the speed reducer 140. Thereby, MG 120 assists engine 100 or causes the vehicle to travel by the driving force from MG 120. The rear wheels may be driven instead of or in addition to the front wheels 160.

During regenerative braking of the plug-in hybrid vehicle, the MG 120 is driven by the front wheel 160 via the speed reducer 140, and the MG 120 operates as a generator. Thus, MG 120 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by MG 120 is stored in battery 150.

The power split mechanism 130 includes a planetary gear mechanism including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so that it can rotate. The sun gear is connected to the rotation shaft of MG110. The carrier is connected to the crankshaft of engine 100. The ring gear is connected to the rotation shaft of MG 120 and speed reducer 140.

Engine 100, MG110, and MG120 are connected via power split mechanism 130 that is a planetary gear mechanism, so that the rotational speeds of engine 100, MG110, and MG120 are connected in a straight line in the collinear diagram.

The battery 150 is a chargeable / dischargeable power storage device, and includes, for example, a secondary battery such as nickel hydride or lithium ion. Specifically, the battery 150 is an assembled battery configured by connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. The voltage of the battery 150 is about 200V, for example. In addition to the electric power generated by MG 110 and MG 120, battery 150 stores electric power supplied from a vehicle external power source, as will be described later.

Note that as the power storage device mounted on the vehicle, a large-capacity capacitor can be used instead of the battery 150 or in addition to the battery 150. If it is a power buffer that temporarily stores the power generated by MG 110 and MG 120 and the power from the vehicle external power source and can supply the stored power to MG 120, the type and number of power storage devices mounted on the plug-in hybrid vehicle are It is not particularly limited. A plurality of batteries may be mounted on the plug-in hybrid vehicle. In this case, the capacity (maximum chargeable charge amount) of the plurality of batteries may be substantially the same or different.

Further, the terminal voltage, input / output current, and battery temperature of the battery 150 are detected by a voltage sensor, current sensor, and temperature sensor (not shown), and the detected signals are output to the ECU 170. ECU 170 detects the SOC of battery 150 based on these signals.

FIG. 2 is a diagram for explaining the electrical system of the plug-in hybrid vehicle shown in FIG. Referring to FIG. 2, the plug-in hybrid vehicle includes a converter 200, an inverter 210, an inverter 220, an SMR (System Main Relay) 230, a charger 240, and an inlet 250.

Converter 200 includes a reactor, two npn transistors, and two diodes. One end of the reactor is connected to the positive electrode side of each battery, and the other end is connected to the connection point of the two npn transistors.

The two npn type transistors are connected in series. The npn transistor is controlled by the ECU 170. A diode is connected between the collector and emitter of each npn transistor so that a current flows from the emitter side to the collector side.

Note that, for example, an IGBT (Insulated Gate Bipolar Transistor) can be used as the npn transistor. In place of the npn transistor, a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) can also be used.

When supplying electric power discharged from battery 150 to MG 110 or MG 120, converter 200 boosts the voltage from battery 150. On the other hand, when battery 150 is charged with electric power generated by MG 110 or MG 120, converter 200 performs a step-down operation.

Voltage sensor 180 detects the voltage (system voltage VH) of a power line provided between converter 200 and

inverters

210 and 220. The detection result of voltage sensor 180 is transmitted to ECU 170.

The inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode is connected to flow current from the emitter side to the collector side. The connection point of the two npn-type transistors in each arm is connected to a corresponding end different from the neutral point 112 of the stator coil of MG110.

The inverter 210 converts the direct current supplied from the battery 150 into an alternating current and supplies the alternating current to the MG 110. Inverter 210 converts the alternating current generated by MG 110 into a direct current.

The inverter 220 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode is connected to flow current from the emitter side to the collector side. The connection point of the two npn transistors in each arm is connected to a corresponding end portion different from the neutral point 122 of the stator coil of the MG 120.

The inverter 220 converts the direct current supplied from the battery 150 into an alternating current and supplies the alternating current to the MG 120. Inverter 220 converts the alternating current generated by MG 120 into a direct current.

Converter 200, inverter 210, and inverter 220 are controlled by ECU 170.

The SMR 230 is provided between the battery 150 and the charger 240. The SMR 230 is a relay that switches between a connected state and a disconnected state of the battery 150 and the electrical system. When SMR 230 is open, battery 150 is disconnected from the electrical system. When SMR 230 is closed, battery 150 is connected to the electrical system. That is, when SMR 230 is in the open state, battery 150 is electrically disconnected from converter 200, charger 240, and the like. When SMR 230 is in the closed state, battery 150 is electrically connected to converter 200, charger 240, and the like.

The SMR 230 is controlled by the ECU 170. For example, when the ECU 170 is activated, the SMR 230 changes from the open state to the closed state. When the ECU 170 stops, the SMR 230 changes from the closed state to the open state.

The inlet 250 is provided, for example, on the side of a plug-in hybrid vehicle. As will be described later, a charging cable connector for connecting the plug-in hybrid vehicle and the external power source is connected to the inlet 250.

The charger 240 is connected between the battery 150 and the converter 200. Then, charger 240 converts AC power from an external power source supplied via a charging cable connected to inlet 250 into DC power, and charges battery 150.

FIG. 3 is a diagram for explaining a charging system using an external power source in a plug-in hybrid vehicle.

3, the charger 240 includes an AC / DC conversion circuit 242, a DC / AC conversion circuit 244, an insulating transformer 246, and a rectification circuit 248.

The AC / DC conversion circuit 242 includes a single-phase bridge circuit. The AC / DC conversion circuit 242 converts AC power into DC power based on a drive signal from the ECU 170. The AC / DC conversion circuit 242 also functions as a boost chopper circuit that boosts the voltage by using a coil as a reactor.

The DC / AC conversion circuit 244 includes a single-phase bridge circuit. The DC / AC conversion circuit 244 converts the DC power into high-frequency AC power based on the drive signal from the ECU 170 and outputs it to the isolation transformer 246.

The insulating transformer 246 includes a core formed of a magnetic material, and a primary coil and a secondary coil wound around the core. The primary coil and the secondary coil are electrically insulated and connected to the DC / AC conversion circuit 244 and the rectification circuit 248, respectively. Insulation transformer 246 converts high-frequency AC power received from DC / AC conversion circuit 244 into a voltage level corresponding to the turn ratio of the primary coil and the secondary coil, and outputs the voltage level to rectifier circuit 248. The rectifier circuit 248 rectifies AC power output from the insulating transformer 246 into DC power.

The voltage between the AC / DC conversion circuit 242 and the DC / AC conversion circuit 244 (voltage between terminals of the smoothing capacitor) is detected by the voltage sensor 182, and a signal representing the detection result is input to the ECU 170. The output current of charger 240 is detected by current sensor 184, and a signal representing the detection result is input to ECU 170. Further, the temperature of charger 240 is detected by temperature sensor 186, and a signal representing the detection result is input to ECU 170.

The ECU 170 generates a drive signal for driving the charger 240 and outputs the drive signal to the charger 240 when the battery 150 is charged from the vehicle external power source.

ECU 170 has a failure detection function of charger 240 in addition to a control function of charger 240. When the voltage detected by the voltage sensor 182, the current detected by the current sensor 184, the temperature detected by the temperature sensor 186, etc. are equal to or higher than the threshold value, a failure of the charger 240 is detected.

The charging cable 300 that connects the plug-in hybrid vehicle and the external power source 402 includes a connector 310, a plug 320, and a CCID (Charging Circuit Interrupt Device) 330.

The connector 310 of the charging cable 300 is connected to an inlet 250 provided in the plug-in hybrid vehicle. The connector 310 is provided with a switch 312. The switch 312 is closed in a state where the connector 310 of the charging cable 300 is connected to the inlet 250 provided in the plug-in hybrid vehicle, and the connector 310 of the charging cable 300 is connected to the inlet 250 provided in the plug-in hybrid vehicle. Connector signal PISW indicating that the state has been achieved is input to ECU 170.

The plug 320 of the charging cable 300 is provided in a house and connected to an outlet 400 to which AC power is supplied from an external power source 402.

CCID 330 includes a relay 332 and a control pilot circuit 334. When the relay 332 is opened, the path for supplying power from the external power supply 402 of the plug-in hybrid vehicle to the plug-in hybrid vehicle is blocked. When the relay 332 is closed, power can be supplied from the external power source 402 of the plug-in hybrid vehicle to the plug-in hybrid vehicle. The state of relay 332 is controlled by ECU 170 in a state where connector 310 of charging cable 300 is connected to inlet 250 of the plug-in hybrid vehicle.

The control pilot circuit 334 is connected to the control pilot line when the plug 320 of the charging cable 300 is connected to the outlet 400, that is, the external power source 402, and the connector 310 is connected to the inlet 250 provided in the plug-in hybrid vehicle. Send signal CPLT. Pilot signal CPLT is output from an oscillator (not shown) provided in control pilot circuit 334.

When the plug 320 of the charging cable 300 is connected to the outlet 400, the control pilot circuit 334 can output the pilot signal CPLT even if the connector 310 is disconnected from the inlet 250 provided in the plug-in hybrid vehicle. However, ECU 170 cannot detect pilot signal CPLT output with connector 310 disconnected from inlet 250 provided in the plug-in hybrid vehicle.

When plug 320 of charging cable 300 is connected to outlet 400 and connector 310 is connected to inlet 250 of the plug-in hybrid vehicle, control pilot circuit 334 causes pilot signal CPLT having a predetermined pulse width (duty cycle). Is output.

The plug-in hybrid vehicle is notified of the current capacity that can be supplied based on the pulse width of the pilot signal CPLT. For example, the current capacity of charging cable 300 is notified to the plug-in hybrid vehicle. The pulse width of pilot signal CPLT is constant without depending on the voltage and current of external power supply 402.

On the other hand, if the type of charging cable used is different, the pulse width of the pilot signal may be different. That is, the pulse width of the pilot signal can be determined for each type of charging cable.

In the present embodiment, battery 150 is charged by supplying electric power supplied from external power supply 402 to battery 150 in a state where plug-in hybrid vehicle and external power supply 402 are connected by charging cable 300. . When battery 150 is charged, relay 332 in SMR 230 and CCID 330 is closed.

The AC voltage VAC of the external power source 402 is detected by a voltage sensor 188 provided inside the plug-in hybrid vehicle. The detected voltage VAC is transmitted to ECU 170.

FIG. 4 is a diagram showing a comparison between a charging schedule study example and an improved example.
With reference to FIG. 4, a study example will be described first. In the study example, EV driving is performed in which the vehicle is started at 8 o'clock and only the electric power charged from the outside is used until 8:30, and the engine is used together with the motor from 8:30 to 9 o'clock. HV running is performed. At 9 o'clock, the vehicle arrives at the destination (for example, at work), where charging is started and charging is completed at 10:30. From 10:30 to 18:00, the battery maintains a high state of charge (SOC). Then, at 18 o'clock, the vehicle is activated to leave the workplace and the like, and EV travel is executed from 18:30 to 18:30, and HV travel is executed from 18:30 to 19:00. Then, as soon as the user returns home, charging is started, and charging is executed from 19:00 to 20:30. Charging is completed at 20:30, and the battery maintains a high SOC state, and this state continues until 8:00 the next morning.

However, when the battery for driving the vehicle is left for a long time in a high temperature and high SOC state, deterioration may be promoted. In plug-in hybrid vehicles and electric vehicles, there are cases where the deterioration is promoted in many cases and cases where the deterioration is promoted depending on how the user uses. It is preferable if this state can be avoided as much as possible within a range that does not impair the usability of the user. Therefore, in the present embodiment, charging is started immediately after plug-in connection, but charging is performed up to an SOC level where deterioration does not progress, and thereafter, charging is performed to near full charge in accordance with the use situation of the user. An example of this improvement is shown in the lower part of FIG.

In this improved example, the vehicle is started at 8 o'clock, EV travel is performed from 8 o'clock to 8:30, and HV travel is performed from 8:30 to 9 o'clock, as in the case of the examination example. Charging starts after arriving at the destination at 9 o'clock. At this time, the first stage of charging (hereinafter also referred to as initial charging) is performed between 9 o'clock and 10:30. In the charging temporarily stopped state at 10:30, the battery is maintained at a moderate SOC.

Then, when the charge resumption time (15:30 in FIG. 4) calculated backward from the departure of the vehicle at 18:00 is reached, the second stage of charging (hereinafter also referred to as additional charging) is started, and the second stage of charging is continued until 17:00. Executed. At 17:00, the battery is maintained high to the required SOC and the vehicle departs at 18:00 in this state.

EV drive is executed from 18:00 to 18:30, and HV drive is executed from 18:30 to 19:00. When arriving at home or the like, the first stage of charging is executed from 19:00 to 20:30, and the battery state is maintained at a medium SOC from 20:30 to 3am. Then, when the charging restart time (3 am) calculated backward from the morning departure time (8 am) is reached, the second stage of charging is started, and at the departure time of 8 am, the state of the battery becomes the required high SOC. Yes.

By setting the charging schedule as shown in this improved example, it is possible to shorten the time for a high SOC state in which the deterioration of the battery is promoted, and to suppress the deterioration of the battery.

FIG. 5 is a flowchart for illustrating the charging control executed by ECU 170 in the present embodiment. Each step in the flowchart shown in FIG. 5 is realized by executing a program stored in advance in ECU 170 at a predetermined cycle. Alternatively, for each step, processing can be realized by constructing dedicated hardware (electronic circuit).

2, 3 and 5, when the vehicle arrives at the destination and connector 310 is inserted into inlet 250, ECU 170 analyzes the travel time or energy usage per one trip in step S <b> 100. Do. One trip refers to one run from when the vehicle is started until it stops. For example, the time from getting on a vehicle in the morning to commuting to work is one trip. Further, in S100, in addition to the travel time and energy usage, the use history such as the vehicle start-up time is also detected.

In step S110, ECU 170 detects the remaining SOC of battery 150. Subsequently, in step S120, ECU 170 detects the supplied charging power from the charging voltage detected by voltage sensor 188 and the current allowable amount of charging cable 300 transmitted by pilot signal CPLT.

Next, the ECU 170 detects the temperature of the battery 150 or the temperature related to the battery such as the vehicle room temperature or the atmospheric temperature in step S122. In step S124, ECU 170 determines a first threshold value (SOC1) for stopping initial charging based on this temperature. In step S126, ECU 170 determines a second threshold value (SOC2) for stopping additional charging based on this temperature.

FIG. 6 is a diagram for explaining the determination of the first and second threshold values (SOC1, SOC2) executed in steps S124 and S126 of FIG.

Referring to FIG. 6, the state of charge SOC is shown on the horizontal axis, and the deterioration progress rate with respect to this is shown on the vertical axis. The vehicle charges the battery in two stages. As described above, the charge state threshold value for stopping the first charge (initial charge) is SOC1, and the second stage charge (additional charge). The threshold value for stopping is SOC2. The SOC2 corresponds to a fully charged state in which the battery is managed not to be charged any more, but may be a lower value. Threshold value SOC1 is smaller than threshold value SOC2. And especially a lithium battery has the property that deterioration progress speed will become quick, when a charge condition is high in high temperature. For this reason, charging is performed as initial charging until the threshold SOC1 where the deterioration progressing speed is not so large, and charging is performed as soon as possible until the state of charge reaches from SOC1 to SOC2, so that the deterioration of the battery progresses. Can be suppressed.

As shown in FIG. 6, the rate of progress of the deterioration increases as the temperature increases. That is, examples of three temperatures of 20 ° C., 40 ° C., and 60 ° C. are shown. Deterioration progress rate is larger at 40 ° C. than 20 ° C., and degradation progress rate at 60 ° C. than 40 ° C. large. Therefore, when additional charging is performed, in order to avoid a high temperature and high SOC state, the second threshold SOC2 is lowered as the battery temperature becomes higher, so that the progress of battery deterioration is suppressed. Desirable from. That is, if the second threshold value SOC2 (20) at 20 ° C., the second threshold value at 40 ° C. is SOC2 (40), and the second threshold value at 60 ° C. is SOC2 (60). , SOC2 (60) <SOC2 (40) <SOC2 (20).

Also, as for SOC1, which is the threshold value of the charge state for stopping the initial charge, as shown in FIG. 6, the deterioration progress rate increases as the battery temperature rises. Therefore, for example, when SOC1 is set to a fixed value, when the battery temperature is high, there is a possibility that the battery has already been easily deteriorated in the state where the initial charging is stopped. Therefore, similarly to SOC2, SOC1 can be set such that the threshold value decreases as the battery temperature increases, thereby suppressing the progress of battery deterioration. That is, if the first threshold value SOC1 (20) at 20 ° C., the first threshold value at 40 ° C. is SOC1 (40), and the first threshold value at 60 ° C. is SOC1 (60). , SOC1 (60) <SOC1 (40) <SOC1 (20).

Referring to FIG. 5 again, next, ECU 170 calculates additional charging time in step S130. Specifically, when the remaining SOC detected in step S110 is greater than the first threshold value (SOC1) determined in step S124, the difference between the remaining SOC and SOC2 determined in step S126 is charged. The required time is additional charging time. On the other hand, when the remaining SOC is smaller than SOC1, the time required for charging the difference between SOC1 and SOC2 is the additional charging time.

In step S140, the vehicle activation time is predicted based on the activation time history detected in step S100. Then, in step S150, the additional charging start time is determined so that the state of charge becomes threshold value SOC2 at the vehicle activation time.

The additional charging start time in step S150 can be obtained from the estimated vehicle activation time and the additional charging time calculated in step S130. That is, the additional charge start time is determined by further moving forward in anticipation of an appropriate margin obtained by subtracting the additional charge time from the estimated vehicle activation time. Accordingly, in FIG. 4, 15:30 is determined as the additional charging start time.

Next, in step S160, it is determined whether or not the current SOC is lower than the first threshold value (SOC1). As shown in FIG. 8, the first threshold value (SOC1) is a state of charge in which the battery deterioration progress rate is not so great. If the condition in step S160 is satisfied, that is, if the current SOC is lower than SOC1 (YES in S160), the process proceeds to step S170, and the first-stage charging (initial charging) is performed. Then, the process returns to step S160, and it is determined again whether the SOC is lower than the first threshold value (SOC1).

If the current SOC has reached the first threshold value (SOC1) in step S160 (NO in S160), the process proceeds from step S160 to step S180.

In step S180, it is determined whether or not the current time is before the additional charging start time. If the current time has not yet reached the additional charging start time (YES in S180), a time wait is performed here.

On the other hand, if the current time is the additional charging start time in step S180 (NO in S180), the process proceeds to step S190.

In step S190, it is determined whether or not the current SOC is lower than the second threshold value (SOC2). If the current SOC is lower than the second threshold value (SOC2) in step S190 (YES in S190), the additional charging in step S200 is executed, and the charged state is set to the second threshold value (SOC2). Until it reaches, the processes of steps S190 and S200 are repeated. If the current SOC reaches the second threshold value (SOC2) in step S190 (NO in S190), the process proceeds to step S210 and charging is completed.

According to the above charging control device, when charging the battery 150 configured to be rechargeable from the outside of the vehicle, the ECU 170 detects the vehicle use history and the temperature related to the battery 150 is increased. A first threshold value SOC1 for determining a charging state in which charging is temporarily stopped and a second threshold value SOC2 for determining completion of charging are determined according to the detected temperature. ECU 170 determines a charging resumption time according to the use history of the vehicle and charges battery 150 until the charging state of battery 150 reaches first threshold value SOC1 according to the charging start instruction. Charging is temporarily stopped, charging is resumed when the current time reaches the charging resumption time, and charging is completed when the state of charge of the battery 150 reaches the second threshold value SOC2.

As a result, an individual charging method is set according to the use history of the vehicle, and the threshold value for stopping charging is changed according to the temperature of the battery. Charging is performed so as to avoid such a state. Thereby, the deterioration of the battery can be suppressed within a range not impairing the user's convenience, and the battery life can be extended as much as possible.

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.

Claims

A charge control device (170) for performing charge control on a power storage device (150) configured to be rechargeable from outside the vehicle,
A usage history detector for detecting the usage history of the vehicle;
A temperature detector (S122) for detecting a temperature related to the power storage device (150);
A charging resumption time is determined according to the usage history, and charging is performed on the power storage device (150) until a charging state of the power storage device (150) reaches a first threshold value according to a charging start instruction. Charging is temporarily stopped, a second threshold value is determined according to the temperature detected by the temperature detection unit, charging is resumed when the current time becomes the charging resumption time, and the power storage device (150) A charge control device comprising: a control unit (S124 to S210) that completes charging when the state of charge reaches the second threshold value.
The charge control device according to claim 1, wherein the control unit determines the first threshold value according to a temperature detected by the temperature detection unit.
The vehicle is
The power storage device (150);
A motor (120) for driving a vehicle using electric power of the power storage device (150);
The charging control according to claim 1 or 2, further comprising: a charger (240) that receives electric power from a power source outside the vehicle in accordance with an instruction from the control unit and charges the power storage device (150). apparatus.