JP2011259671A - Vehicle charging system and method for charging vehicle battery device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle charging system and method that allow further extension of a life of a battery device.SOLUTION: The vehicle charging system configured for charging an on-vehicle battery MB using a commercial power source 8 includes: a charger 42 for charging the battery MB; and a control device 30 for controlling the charger 42 on the basis of charge completion clock time set by a user. The control device 30 calculates an evaluation value (accumulation value S) indicating a degree of deterioration of the battery MB on the basis of a temperature history of the battery MB or a drive history of the vehicle and controls the battery 42 so as to set a charging current IC applied to the battery MB on the basis of the charge completion clock time and the evaluation value.

Description

  The present invention relates to a vehicle charging system and a method for charging a vehicle power storage device, and more particularly to a vehicle charging system and a vehicle power storage device charging method configured to be able to charge an in-vehicle power storage device from an external power source.

  In recent years, environmental problems have attracted attention, and it is necessary to reduce carbon dioxide emissions as a whole society. For this reason, even in automobiles, electric cars and hybrid cars equipped with a battery and a motor and configured to be externally rechargeable are attracting attention.

  Japanese Patent Laying-Open No. 2009-65727 (Patent Document 1) includes a timer that sets a charging start time or an end time of an in-vehicle battery from the outside, and performs charging control so that charging is executed at a time set by a user. A charging device is disclosed.

JP 2009-65727 A JP 2009-254221 A JP 2004-193003 A JP 2009-27801 A JP 2009-152136 A

  The technology disclosed in Japanese Patent Application Laid-Open No. 2009-65727 can set the charging start time and the charging end time and perform charge control based on them, but for detailed control of the charging current during charging execution Not mentioned. There is room for further improvement in order to suppress battery degradation.

  An object of the present invention is to provide a vehicle charging system and a vehicle power storage device charging method that can further extend the life of the power storage device.

  In summary, the present invention provides a vehicle charging system configured to be able to charge an in-vehicle power storage device from an external power source, based on a charger that charges the power storage device and a charging end time set by a user. And a control device for controlling the charger. The control device calculates an evaluation value indicating the degree of deterioration of the power storage device based on the temperature history of the power storage device or the travel history of the vehicle, and sets the charging current to the power storage device based on the charging end time and the evaluation value. Control the charger.

  Preferably, the evaluation value is a value obtained by integrating the product of the value related to the temperature of the power storage device and the unit time.

  Preferably, the control device needs to charge by comparing the required charging time required to charge the power storage device with the charging current determined based on the evaluation value and the chargeable time from the current time to the charging end time. If the time is longer than the chargeable time, the user is inquired whether to prioritize increasing the state of charge of the power storage device or maintaining the life of the power storage device. Based on the answer, the current for charging the power storage device is determined.

  According to another aspect of the present invention, there is provided a charging method for a vehicle power storage device configured to be able to charge an in-vehicle power storage device from an external power source. The vehicle includes a charger that charges the power storage device and a control device that controls the charger based on a charging end time set by the user. In the charging method, the control device calculates an evaluation value indicating the degree of deterioration of the power storage device based on the temperature history of the power storage device or the traveling history of the vehicle, and the charging current to the power storage device based on the charging end time and the evaluation value The controller controls the charger so as to set.

  Preferably, the evaluation value is a value obtained by integrating the product of the value related to the temperature of the power storage device and the unit time.

  Preferably, in the charging method, the control device compares a required charging time required for charging the power storage device with a charging current determined based on the evaluation value and a chargeable time from the current time to the charging end time. If the required charging time is longer than the chargeable time, the user is inquired whether to prioritize increasing the state of charge of the power storage device or maintaining the life of the power storage device. The method further includes a step performed by the control device and a step of the control device determining a current for charging the power storage device based on an answer to the inquiry.

  ADVANTAGE OF THE INVENTION According to this invention, when charging from the vehicle exterior, it becomes possible to extend the lifetime of a battery in the range which does not impair a user's request.

1 is a circuit diagram showing a configuration of a vehicle 1 on which a vehicle power supply system is mounted. It is a circuit diagram which shows the detailed structure of the inverters 14 and 22 of FIG. It is a circuit diagram which shows the detailed structure of the voltage converter 12 of FIG. 2 is a diagram illustrating a general configuration when a computer 100 is used as a control device 30. FIG. 4 is a flowchart for illustrating control related to charging executed by control device 30. It is a figure for demonstrating the internal data used by step S3. It is a figure for demonstrating the relationship between the integration value S and the change of the chargeable capacity | capacitance of a battery. It is a figure for demonstrating the relationship between the integrated value S, the emitted-heat amount Q at the time of charge, and the maximum electric current at the time of charge. 3 is an example of a map showing a relationship between an integrated value S and a maximum current I.

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

FIG. 1 is a circuit diagram showing a configuration of a vehicle 1 equipped with a vehicle power supply system.
Referring to FIG. 1, vehicle 1 includes a battery MB as a power storage device, a voltage converter 12, smoothing capacitors C1, CH, voltage sensors 10, 13, 21, an air conditioner 40, and a DC / DC converter 6. And auxiliary machine 7, inverters 14 and 22, engine 4, motor generators MG 1 and MG 2, power split mechanism 3, wheels 2, and control device 30.

  The power supply system for the vehicle shown in the present embodiment further includes a positive electrode bus PL2 that supplies power to inverter 14 that drives motor generator MG2. Voltage converter 12 is a voltage converter that is provided between battery MB and positive electrode bus PL2 and performs voltage conversion. Air conditioner 40 and DC / DC converter 6 are connected to positive electrode bus PL1A and negative electrode bus SL2. For example, a DC voltage of 14 V is supplied as a power supply voltage from the DC / DC converter 6 to the auxiliary machine 7.

  Smoothing capacitor C1 is connected between positive electrode bus PL1 and negative electrode bus SL2. The voltage sensor 21 detects the voltage VL across the smoothing capacitor C <b> 1 and outputs it to the control device 30. The voltage converter 12 boosts the voltage across the terminals of the smoothing capacitor C1.

  Smoothing capacitor CH smoothes the voltage boosted by voltage converter 12. The voltage sensor 13 detects the inter-terminal voltage VH of the smoothing capacitor CH and outputs it to the control device 30.

  Inverter 14 converts the DC voltage applied from voltage converter 12 into a three-phase AC voltage and outputs the same to motor generator MG1. Inverter 22 converts the DC voltage applied from voltage converter 12 into a three-phase AC voltage and outputs the same to motor generator MG2.

  Power split device 3 is a mechanism that is coupled to engine 4 and motor generators MG1 and MG2 and distributes power between them. For example, as the power split mechanism, a planetary gear mechanism having three rotating shafts of a sun gear, a planetary carrier, and a ring gear can be used. In the planetary gear mechanism, if rotation of two of the three rotation shafts is determined, rotation of the other one rotation shaft is forcibly determined. These three rotation shafts are connected to the rotation shafts of engine 4 and motor generators MG1, MG2, respectively. The rotating shaft of motor generator MG2 is coupled to wheel 2 by a reduction gear and a differential gear (not shown). Further, a reduction gear for the rotation shaft of motor generator MG2 may be further incorporated in power split device 3.

  Vehicle 1 further includes system main relay SMRB connected between positive electrode of battery MB and positive electrode bus PL1, and system main relay SMRG connected between negative electrode of battery MB (negative electrode bus SL1) and node N2. Including.

  System main relays SMRB and SMRG are controlled to be in a conductive / non-conductive state in accordance with a control signal supplied from control device 30.

  The voltage sensor 10 measures the voltage VB between the terminals of the battery MB. In order to monitor the state of charge of the battery MB together with the voltage sensor 10, a current sensor 11 for detecting a current IB flowing through the battery MB is provided. As the battery MB, for example, a secondary battery such as a lead storage battery, a nickel metal hydride battery, or a lithium ion battery, or a large capacity capacitor such as an electric double layer capacitor can be used. The negative electrode bus SL2 extends through the voltage converter 12 toward the inverters 14 and 22 as will be described later.

  Inverter 14 is connected to positive electrode bus PL2 and negative electrode bus SL2. Inverter 14 receives the boosted voltage from voltage converter 12 and drives motor generator MG1 to start engine 4, for example. Inverter 14 returns the electric power generated by motor generator MG 1 by the power transmitted from engine 4 to voltage converter 12. At this time, the voltage converter 12 is controlled by the control device 30 so as to operate as a step-down circuit.

  Current sensor 24 detects the current flowing through motor generator MG1 as motor current value MCRT1, and outputs motor current value MCRT1 to control device 30.

  Inverter 22 is connected in parallel with inverter 14 to positive electrode bus PL2 and negative electrode bus SL2. Inverter 22 converts the DC voltage output from voltage converter 12 into a three-phase AC voltage and outputs it to motor generator MG2 driving wheel 2. Inverter 22 returns the electric power generated in motor generator MG2 to voltage converter 12 in accordance with regenerative braking. At this time, the voltage converter 12 is controlled by the control device 30 so as to operate as a step-down circuit.

  Current sensor 25 detects the current flowing through motor generator MG2 as motor current value MCRT2, and outputs motor current value MCRT2 to control device 30.

  Control device 30 receives torque command values and rotational speeds of motor generators MG1 and MG2, current values of current IB and voltages VB, VL and VH, motor current values MCRT1 and MCRT2, and an activation signal IGON. Control device 30 outputs a control signal PWU for instructing voltage converter 12, a control signal PWD for instructing step-down, and a shutdown signal for instructing prohibition of operation.

  Further, control device 30 generates a control signal PWMI1 for instructing inverter 14 to convert a DC voltage, which is an output of voltage converter 12, into an AC voltage for driving motor generator MG1, and motor generator MG1 generates electric power. A control signal PWMC1 for performing a regeneration instruction for converting the AC voltage thus converted into a DC voltage and returning it to the voltage converter 12 side is output.

  Similarly, control device 30 converts control signal PWMI2 for instructing inverter 22 to drive to convert DC voltage into AC voltage for driving motor generator MG2, and AC voltage generated by motor generator MG2 to DC voltage. A control signal PWMC2 for instructing regeneration to be converted and returned to the voltage converter 12 side is output.

  Vehicle 1 further includes relays CHRB and CHRG for charging, charger 42 and connector 44. The connector 44 is connected to the commercial power supply 8 via a CCID (Charging Circuit Interrupt Device) relay 46. The commercial power source 8 is, for example, an AC 100V power source.

  Control device 30 instructs charger 42 on charging current IC and charging voltage VC. The charger 42 converts alternating current into direct current, regulates the voltage, and applies the voltage to the battery. In addition, in order to enable external charging, other methods such as connecting the neutral point of the stator coils of motor generators MG1 and MG2 to an AC power source may be used.

FIG. 2 is a circuit diagram showing a detailed configuration of inverters 14 and 22 in FIG.
Referring to FIGS. 1 and 2, inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17. U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between positive electrode bus PL2 and negative electrode bus SL2.

  U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series between positive electrode bus PL2 and negative electrode bus SL2, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3. The cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.

  V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series between positive electrode bus PL2 and negative electrode bus SL2, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5. The cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.

  W-phase arm 17 includes IGBT elements Q7, Q8 connected in series between positive electrode bus PL2 and negative electrode bus SL2, and diodes D7, D8 connected in parallel with IGBT elements Q7, Q8, respectively. The cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7. The cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.

  An intermediate point of each phase arm is connected to each phase end of each phase coil of motor generator MG1. That is, motor generator MG1 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to a neutral point. The other end of the U-phase coil is connected to a line LU drawn from the connection node of IGBT elements Q3 and Q4. The other end of the V-phase coil is connected to a line LV drawn from the connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to a line LW drawn from the connection node of IGBT elements Q7 and Q8.

  1 also differs in that it is connected to motor generator MG2, but the internal circuit configuration is the same as that of inverter 14, and therefore detailed description thereof will not be repeated. FIG. 2 shows that the control signals PWMI and PWMC are given to the inverter, but this is for avoiding complicated description. As shown in FIG. 1, separate control signals PWMI1 are used. , PWMC1 and control signals PWMI2 and PWMC2 are input to inverters 14 and 22, respectively.

FIG. 3 is a circuit diagram showing a detailed configuration of the voltage converter 12 of FIG.
1 and 3, voltage converter 12 includes a reactor L1 having one end connected to positive electrode bus PL1, and IGBT elements Q1, Q2 connected in series between positive electrode bus PL2 and negative electrode bus SL2. And diodes D1, D2 connected in parallel to IGBT elements Q1, Q2, respectively.

  Reactor L1 has the other end connected to the emitter of IGBT element Q1 and the collector of IGBT element Q2. The cathode of diode D1 is connected to the collector of IGBT element Q1, and the anode of diode D1 is connected to the emitter of IGBT element Q1. The cathode of diode D2 is connected to the collector of IGBT element Q2, and the anode of diode D2 is connected to the emitter of IGBT element Q2.

  FIG. 4 is a diagram showing a general configuration when the computer 100 is used as the control device 30.

  Referring to FIG. 4, computer 100 includes a CPU 180, an A / D converter 181, a ROM 182, a RAM 183, and an interface unit 184.

  The A / D converter 181 converts analog signals AIN such as outputs from various sensors into digital signals and outputs them to the CPU 180. The CPU 180 is connected to the ROM 182, the RAM 183, and the interface unit 184 via a bus 186 such as a data bus or an address bus to exchange data.

  The ROM 182 stores data such as a program executed by the CPU 180 and a map to be referred to. The RAM 183 is a work area when the CPU 180 performs data processing, for example, and temporarily stores data such as various variables.

  The interface unit 184 communicates with, for example, another ECU (Electric Control Unit), inputs rewrite data when an electrically rewritable flash memory or the like is used as the ROM 182, or performs a memory card or CD -Reading the data signal SIG from a computer-readable recording medium such as a ROM.

  Note that the CPU 180 transmits and receives a data input signal DIN and a data output signal DOUT from the input / output port.

  The control device 30 is not limited to such a configuration, and may be realized including a plurality of CPUs. For example, the control device 30 may include a hybrid control unit, a battery control unit, and an engine control unit, each of which has a configuration as shown in FIG.

  In such a vehicle that is charged from the outside, it is conceivable to set a scheduled time for starting the vehicle as the charging end time and charge the vehicle as a target. For example, it is a case where the battery is charged while sleeping at night. In such a situation where a user uses a timer, there is often a margin in the time available for charging. However, even in such a case, if charging is performed with a uniform charging current, it cannot be said that all of the time available for charging can be used effectively.

  In addition, when the vehicle is not used immediately, as a preliminary charge, a method in which the charge is temporarily stopped in a state where the vehicle does not reach the full charge and the battery is charged to the full charge immediately before use can be considered. This method is effective for preventing deterioration of the secondary battery. However, when the vehicle must be used suddenly, the vehicle is used without reaching full charge, and the distance that can be traveled decreases.

  Therefore, the charging system disclosed in the present embodiment accumulates the product of the battery cell temperature from the start of use of the battery and the time during which the temperature continues, and the integrated value S that is an indicator of battery deterioration is accumulated inside the control device. Store in memory. Note that the battery cell temperature taking the product of time may not be a value of the temperature itself, but may be a numerical value that is ranked with a width.

  By doing so, it is possible to more accurately determine the degree of deterioration of the battery by using the battery cell temperature rather than the indirect values such as the travel distance and the travel time.

  Furthermore, the charging system disclosed in the present embodiment stores a current value that suppresses the promotion of battery deterioration (increase in internal resistance) in a map according to the travel distance (or travel time), and based on this Determine the optimal current value.

  This current value is a current value that satisfies the condition that minimizes heat loss during charging while preventing deterioration of the battery due to charging. Since this current value changes depending on the degree of deterioration of the battery at the time of charging, it is stored as a map using the travel distance (or travel time) as an index.

  Further, the vehicle charging system disclosed in the present embodiment calculates a charging start time from the current value, the required electric energy, and the charging end time, and starts charging at that time. As a result, the battery is fully charged at the user's desired time, so that the vehicle can be used immediately at the scheduled time. The charging system further inquires of the user whether or not he / she wants to fully charge when the time until the charging end time desired by the user is shorter than the required charging time. If there is not enough time to fully charge the battery, prioritize battery life and complete the charge before full charge, or issue a warning that there is a risk of shortening the battery life. The user is allowed to select whether to charge up to full charge.

Hereinafter, specific details of the control will be described.
FIG. 5 is a flowchart for illustrating control related to charging executed by the control device 30.

  Referring to FIGS. 1 and 5, first, in step S <b> 1, control device 30 performs a setting for reserving the vehicle start time as the charge end time based on an input from an operator such as a driver.

  Subsequently, in step S2, control device 30 calculates the required amount of charge based on the current state of charge (hereinafter referred to as SOC: State of Charge) of battery MB of vehicle and the SOC of the charge completion target.

  Further, in step S3, control device 30 determines the degree of battery deterioration (chargeable capacity) based on internal data obtained by integrating the battery temperature from the start of battery use and the time for reaching the temperature. .

FIG. 6 is a diagram for explaining the internal data used in step S3.
Referring to FIG. 6, the vertical axis indicates battery temperature T, and the horizontal axis indicates the total time from the start of battery use. The total time from the start of use of the battery is the total time after a new battery is mounted on the vehicle.

  The temperature T0 is a standard operating temperature of the battery. When charging / discharging is performed at the temperature T0, the deterioration of the battery is small. When the battery is charged / discharged at a temperature higher than the temperature T0, the tendency of the battery to deteriorate increases. Therefore, the difference between the temperature T0 and the current battery temperature T (T−T0) multiplied by the unit time Δt is integrated to obtain an integrated value S = Σ (T−T0) × Δt.

  This integrated value may consider only the time when charging / discharging from the battery, or may consider all times such as parking.

FIG. 7 is a diagram for explaining the relationship between the integrated value S and the change in the chargeable capacity of the battery.
Referring to FIG. 7, the vertical axis represents the chargeable capacity that varies depending on the degree of deterioration of the battery, and the horizontal axis represents the integrated value S described in FIG.

  When the integrated value S = S1, the chargeable capacity is D1. When the integrated value S increases to S2, the battery deteriorates and the chargeable capacity decreases from D1 to D2.

  Referring to FIG. 5 again, in step S3, the maximum current that can suppress the promotion of battery deterioration is determined according to the degree of battery deterioration (chargeable capacity).

  In addition, the process of steps S3 and S4 may prepare beforehand the map which prescribed | regulated the relationship between the integrated value S and the maximum electric current, and you may make it define based on this map.

  FIG. 8 is a diagram for explaining the relationship between the integrated value S, the heat generation amount Q during charging, and the maximum current during charging.

  As shown in FIG. 8, when the integrated value S = S1, there is a relationship as indicated by a broken line between the charging current I and the calorific value Q. The charging current I1 at the intersection of the calorific value threshold Qt that affects the deterioration of the battery and this broken line is defined as the maximum charging current (upper limit current). This maximum current I1 is the maximum current that allows for battery life.

  When the time has elapsed and the integrated value S increases to S2, the internal resistance of the battery increases, and the relationship between the charging current and the heat generation amount Q shifts to the left as shown by the solid line. Then, the maximum current becomes I2. Thus, since the maximum current varies depending on the degree of battery deterioration, the relationship between the integrated value S and the maximum current I is stored as a map.

FIG. 9 is an example of a map showing the relationship between the integrated value S and the maximum current I.
Referring to FIG. 9, the vertical axis represents the maximum current (upper limit current) I during charging, and the horizontal axis represents the integrated value S. While the battery is new, the internal resistance is low, so even if the same current is supplied during charging, heat generation is small. For this reason, the upper limit current allowable at the time of battery charging can be increased.

  However, as the integrated value S increases, the internal resistance of the battery increases and the amount of heat generation also tends to increase. Therefore, the maximum current (upper limit current) I is lowered to prevent the battery temperature from increasing during charging. The increase in the internal resistance does not change so much when the integrated value S increases to some extent, so that the maximum current (upper limit current) I does not need to be changed so much.

  In the present embodiment, integrated value S is shown as an example of an evaluation value representing the degree of battery deterioration, but other values may be used as an evaluation value representing the degree of battery deterioration. For example, instead of the integrated value S, the relationship between the integrated value of the travel distance of the vehicle and the maximum current I may be set as a map, and the maximum current (upper limit current) I of the charging current may be determined based on this map. .

  Referring to FIGS. 1 and 5 again, when the maximum charging current (upper limit current) is determined in step S4, the process proceeds to step S5. In step S5, control device 30 calculates the required charging time when charging is performed with maximum current I.

  Subsequently, in step S6, the control device 30 determines whether or not the time from the current time to the charging end time input in step S1 is greater than the required charging time calculated in step S5. If it is determined in step S6 that the time from the current time to the charging end time is greater than the required charging time, the process proceeds to step S7, and if not, the process proceeds to step S9.

  In step S7, the charging start time is set. In step S8, the process waits until the charging start time, and charging starts when the current time becomes the charging start time.

  On the other hand, when the time from the current time to the charging end time is insufficient in the required charging time, in step S9, the control device 30 inquires whether or not the user wants to fully charge the battery. However, in order to fully charge the battery, it is necessary to charge the battery exceeding the maximum current, so there is a possibility that the battery life may be shorter than that in the case of standard use. Therefore, it is desirable to display at the time of inquiry that the user can know that the battery life is shorter than the standard.

  In step S9, when the user desires to fully charge, the process proceeds to step S10. In step S <b> 10, the control device 30 calculates a current for completing the charging to be fully charged in the required charging time. However, the current value based on the premise of safety so that excessive heat generation does not occur even with the current in this case is set as the upper limit. In step S11, the control device 30 starts charging at the current value calculated in step S10.

  On the other hand, if the user does not wish to fully charge the battery life even after the battery life is shortened from the standard in step S9, charging is immediately started at the maximum current in step S12. This maximum current is the maximum current determined in step S4.

  After charging is started in any of steps S8, S11, and S12, it is determined in step S13 whether or not the charging end time has come. If the charging end time has not yet arrived in step S13, charging is continued. If the charging end time has come in step S13, the process proceeds to step S14 and charging is completed.

  Finally, the present embodiment will be summarized with reference to FIG. 1 again. The charging system disclosed in the present embodiment is a vehicle charging system configured to be able to charge an in-vehicle battery MB from a commercial power supply 8, and is set by a charger 42 for charging the battery MB and a user. And a control device 30 that controls the charger 42 based on the charging end time. Control device 30 calculates an evaluation value (integrated value S) indicating the degree of deterioration of battery MB based on the temperature history of battery MB or the travel history of the vehicle, and charges battery MB based on the charging end time and the evaluation value. The charger 42 is controlled to set the current IC.

  Preferably, the evaluation value is a value Σ (T−T0) × Δt obtained by integrating the product of the value (T−T0) related to the temperature of the battery MB and the unit time Δt.

  Preferably, as described with reference to FIG. 5, control device 30 requires a charging time required for charging battery MB with a charging current IC determined based on the evaluation value, and charging from the current time to the charging end time. If the time required for charging is longer than the time available for charging (NO in step S6), priority is given to the user to increase the charging state of the battery MB or the battery MB An inquiry is made as to whether to give priority to maintaining the life (step S9), and a current for charging the battery MB is determined based on an answer to the inquiry (steps S10 to S11).

  As described above, in the present embodiment, the charging system increases or decreases the current value to be charged based on the length of the battery usage period. Therefore, it is possible to reduce the current so as to suppress the amount of heat generated, and the possibility of extending the battery life is increased, compared with the case where charging is performed with a constant current even though there is a time for charging. . That is, it is possible to avoid a situation in which a battery whose internal resistance has been deteriorated due to long-term use is charged with a constant current, the battery temperature rises and the deterioration of the battery is further accelerated.

  In addition, by inquiring the user whether to prioritize maintenance of the battery life or prioritize the travel distance, charging can be performed in accordance with the user's intention.

  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.

  1 vehicle, 2 wheels, 3 power split mechanism, 4 engine, 6 DC / DC converter, 7 auxiliary machine, 8 commercial power supply, 10, 13, 21 voltage sensor, 12 voltage converter, 14, 22 inverter, 24, 25 current sensor , 30 control device, 40 air conditioner, 42 charger, 44 connector, 46, CHRB, CHRG relay, 100 computer, 180 CPU, 181 A / D converter, 182 ROM, 183 RAM, 184 interface unit, 186 bus, C1, CH smoothing capacitor, D1-D8 diode, L1 reactor, LU, LV, LW line, MB battery, MG1, MG2 motor generator, PL1, PL1A, PL2 positive bus, Q1-Q8 IGBT element, SL1, SL2 negative bus, SMRB , SMRG System main relay.

Claims (6)

A vehicle charging system configured to charge an in-vehicle power storage device from an external power source,
A charger for charging the power storage device;
A control device for controlling the charger based on the charging end time set by the user,
The control device calculates an evaluation value indicating a degree of deterioration of the power storage device based on a temperature history of the power storage device or a travel history of the vehicle, and charges the power storage device based on the charging end time and the evaluation value. A vehicle charging system that controls the charger to set an electric current.   The vehicle evaluation system according to claim 1, wherein the evaluation value is a value obtained by integrating a product of a value related to a temperature of the power storage device and a unit time.   The control device compares a charge required time required to charge the power storage device with a charging current determined based on the evaluation value and a chargeable time from the current time to the charge end time, If the required charging time is longer than the chargeable time, an inquiry is made as to whether to give priority to the user to increase the state of charge of the power storage device or to maintain the life of the power storage device The vehicle charging system according to claim 1, wherein a current for charging the power storage device is determined based on an answer to the inquiry. A vehicle power storage device charging method configured to be able to charge an in-vehicle power storage device from an external power source,
The vehicle includes a charger that charges the power storage device, and a control device that controls the charger based on a charging end time set by a user,
The charging method is:
The control device calculating an evaluation value indicating a degree of deterioration of the power storage device based on a temperature history of the power storage device or a travel history of the vehicle;
And a control device that controls the charger so that a charging current to the power storage device is set based on the charging end time and the evaluation value.   The method for charging a power storage device of a vehicle according to claim 4, wherein the evaluation value is a value obtained by integrating a product of a value related to a temperature of the power storage device and a unit time. In the charging method, the control device compares a required charging time required to charge the power storage device with a charging current determined based on the evaluation value and a chargeable time from the current time to the charging end time. And steps to
If the required charging time is longer than the chargeable time, whether to give priority to the user to increase the state of charge of the power storage device or to maintain the life of the power storage device The controller makes the inquiry;
6. The method of charging a power storage device for a vehicle according to claim 4, further comprising the step of the control device determining a current for charging the power storage device based on an answer to the inquiry.

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