Charging system and charging method for a vehicle

Abstract

A charging system and a charging method for a vehicle are provided. A vehicle (1) is configured to be capable of plug-in charging in which a battery (150) mounted on the vehicle is charged with electric power supplied from a charging station (2) via a charging cable (3). The vehicle (1) includes a port (110) configured to allow a connector (310) of the charging cable (3) to be inserted, and an ECU (100) configured to control a supply current from the charging station (2) so that the supply current does not exceed a maximum allowable current. The ECU (100) acquires information associated with whether a cooling mechanism (230) for cooling the connector (310) and the port (110) is provided in the charging station (2). The ECU (100) increases the maximum allowable current when the cooling mechanism (230) is provided in the charging station (2) as compared to when the cooling mechanism (230) is not provided in the charging station (2).

Description

[0001] The present application is a divisional application of the application with the application number 201910262233.1, filed on April 2, 2019, and with the title "Vehicle and charging method of vehicle". TECHNICAL FIELD

[0002] The present disclosure relates to a vehicle and a charging method of a vehicle, and more particularly, to a technology for charging a storage device mounted on a vehicle with electric power supplied from a charging device outside the vehicle via a charging cable. BACKGROUND

[0003] In recent years, development of electric vehicles configured to be capable of performing "plug-in charging" of charging a storage device mounted on a vehicle with electric power supplied from a charging device (charging stand or the like) outside the vehicle via a charging cable is in progress. In plug-in charging, heat loss generally occurs at the charging device, the charging cable, and a charging inlet of the vehicle. Thus, a technology for protecting these constituent elements from excessive temperature rise is proposed.

[0004] For example, a power supply device of a vehicle disclosed in Japanese Patent Application Publication No. 2015-233366 receives information indicating whether or not a temperature of a charging device (power supply device in Patent Literature 1) outside the vehicle or a charging cable is likely to exceed a heat resistance temperature from outside the vehicle. Also, the power supply device limits charging electric power of a charger mounted on the vehicle in a case where the temperature of the power supply device or the charging cable is likely to exceed the heat resistance temperature. SUMMARY

[0005] In plug-in charging, heat loss (Joule heat) occurs at a contact portion (hereinafter, simply referred to as "contact portion") of a connector provided at a front end of the charging cable and a charging inlet on the vehicle side, and excessive temperature rise of the contact portion is particularly concerned. On the other hand, in order to improve convenience of a user, it is also desirable to shorten a charging time. Shortening of the charging time is achieved by high powerization of charging electric power. However, if the charging electric power (more specifically, a supply current from the charging device) is increased, heat loss of the contact portion also increases in correspondence therewith, and thus, excessive heating of the contact portion is more concerned. Therefore, it is sought to shorten the charging time as much as possible while appropriately protecting the charging cable and the charging inlet.

[0006] From such a viewpoint, in a case where the charging device and the charging cable are integrally configured, it is possible to consider that a cooling mechanism is provided at the charging device and the charging cable (hereinafter, also collectively referred to as "charging device"). More specifically, the connector of the charging cable and the charging inlet can be cooled by a cooling mechanism (so-called water-cooled cooling mechanism) that circulates a cooling liquid between the charging device and the connector of the charging cable. As a result, excessive heating of the contact portion can be suppressed, and the charging cable and the charging inlet can be appropriately protected.

[0007] The present inventors focused on the fact that the following problem can occur in a case where a cooling mechanism is provided as described above. In the market, charging devices provided with a cooling mechanism are mixed with charging devices not provided with a cooling mechanism. Assuming that the charging method of the electrical storage device is made the same regardless of whether a cooling mechanism is provided in the charging device, if the charging method is set on the basis of a charging device not provided with a cooling mechanism, the charging power of the charging device provided with a cooling mechanism becomes relatively small, and there is a possibility that the charging time cannot be sufficiently shortened. On the other hand, if the charging method is set on the basis of a charging device provided with a cooling mechanism, the charging power of the charging device not provided with a cooling mechanism becomes excessively large, and there is a possibility that the charging device cannot be sufficiently protected. Therefore, it is desirable to change the charging method of the electrical storage device depending on whether a cooling mechanism is provided in the charging device.

[0008] The present disclosure was completed in order to solve the above problem, and aims to, in plug-in charging, shorten the charging time as much as possible while appropriately protecting a charging cable and an inlet.

[0009] (1) A vehicle according to an aspect of the present disclosure is configured to be capable of plug-in charging in which an electrical storage device mounted on the vehicle is charged with electric power supplied from a charging device outside the vehicle via a charging cable. The vehicle includes: an inlet configured to have a connector of the charging cable inserted therein; and a control device configured to control a supply current from the charging device in such a manner that the supply current does not exceed a maximum allowable current. The control device acquires information associated with whether a cooling mechanism for cooling the connector and the inlet is provided in the charging device (hereinafter, also referred to as "associated information"). The control device increases the maximum allowable current in a case where the cooling mechanism is provided in the charging device, as compared with a case where the cooling mechanism is not provided in the charging device.

[0010] (2) The associated information is information in which information for identifying the charging device and information indicating whether the identified charging device is provided with the cooling mechanism are associated with each other.

[0011] According to the structures of (1) and (2) described above, the maximum allowable current is set to be larger in a case where the cooling mechanism is provided in the charging device, as compared with a case where the cooling mechanism is not provided in the charging device. Thus, in the charging device provided with the cooling mechanism, the charging time can be shortened by setting the maximum allowable current to be relatively large. On the other hand, in the charging device not provided with the cooling mechanism at the charging station, the charging cable and the inlet can be surely protected by limiting the maximum allowable current to be relatively small. Therefore, the charging time can be shortened as much as possible while the charging cable and the inlet are appropriately protected.

[0012] (3) The vehicle further includes a memory that stores the associated information. The control device acquires the associated information by referring to the memory.

[0013] According to the structure of the above (3), the associated information can be acquired by referring to the memory, so that, for example, communication with the outside of the vehicle for acquiring the associated information can not be needed.

[0014] (4) The vehicle further includes a communication device configured to be able to perform communication with at least one of another vehicle and a server provided outside the vehicle. The control device acquires the associated information by using the communication using the communication device.

[0015] According to the structure of the above (4), even if the information of the charging device is not included in the associated information stored in the memory, the associated information can be acquired from the other vehicle or the server outside.

[0016] (5) The vehicle further includes a position information acquisition device configured to acquire position information of the vehicle. The control device acquires the position information of the vehicle in a state in which the vehicle and the charging device are connected by the charging cable, thereby determining the charging device.

[0017] (6) The control device determines the charging device by acquiring at least one of the identification information of the charging device and the information indicating the model of the charging device through the communication with the charging device via the charging cable.

[0018] According to the structure of the above (5), in a state in which the vehicle and the charging device are connected by the charging cable, the position of the vehicle is almost equal to the position information of the charging device, so that the charging device can be determined using the position information of the vehicle. Alternatively, as in the structure of the above (6), the charging device can be determined using at least one of the identification information of the charging device and the information indicating the model of the charging device.

[0019] (7) A charging method of a vehicle according to an aspect of the present disclosure, in which plug-in charging of a storage device mounted in the vehicle is performed using electric power supplied from a charging device outside the vehicle via a charging cable. The vehicle includes an inlet into which a connector of the charging cable is inserted. The charging method of the vehicle includes first to third steps. The first step is a step of acquiring information (associated information) associated with whether a cooling mechanism is provided in the charging device. The second step is a step of determining whether the cooling mechanism is provided in the charging device based on the associated information. The third step is a step of, in a case where the cooling mechanism is provided in the charging device, setting a maximum allowable value of current supplied from the charging device via the charging cable to be larger than in a case where the cooling mechanism is not provided in the charging device.

[0020] According to the method of the above (7), as with the structure of the above (1), the charging time can be shortened as much as possible while the charging cable and the inlet are appropriately protected.

[0021] The above and other objects, features, aspects and advantages of the present application will become more apparent from the following detailed description of the present application when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a diagram schematically showing an overall structure of a charging system of Embodiment 1 of the present disclosure.

[0023] Figure 2 is a block diagram schematically showing structures of a vehicle, a charging stand, and a charging cable of Embodiment 1.

[0024] Figure 3 is a flowchart showing plug-in charging control in Embodiment 1.

[0025] Figure 4 is a diagram showing an example of a charging meter in Embodiment 1.

[0026] Figure 5 is a diagram showing an example of charger information of a charger information database stored in a server.

[0027] Figure 6 is a diagram showing an example of two mappings.

[0028] Figure 7 is a flowchart showing plug-in charging control in Embodiment 2.

[0029] Figure 8 is a diagram showing an example of a charging meter in Embodiment 2. DETAILED DESCRIPTION

[0030] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In addition, the same reference numerals are assigned to the same or equivalent portions throughout the drawings, and a description thereof will not be repeated.

[0031] [Embodiment 1]

[0032] [Overall Structure of Charging System]

[0033] Figure 1 is a diagram schematically showing an overall structure of a charging system of Embodiment 1 of the present disclosure. Referring to Figure 1 , the charging system 10 is provided with a vehicle 1, a charging stand 2, a charging cable 3, and a server 9.

[0034] The vehicle 1 and the charging stand 2 are configured to be electrically connectable by the charging cable 3. The vehicle 1 is a vehicle of a certain user (not shown), and is, for example, a plug-in hybrid vehicle. However, the vehicle 1 can be an electric vehicle as long as it is configured to be capable of plug-in charging.

[0035] Figure 1The middle drawing illustrates a situation where the vehicle 1 is subjected to plug-in charging based on the charging station 2. The charging station 2 is, for example, a public charging station (or charging station). Thus, the plug-in charging based on the charging station 2 is sometimes also performed on a vehicle (not illustrated) other than the vehicle 1. In addition, the plug-in charging on the vehicle 1 is sometimes performed by a charging station (not illustrated) other than the charging station 2 illustrated. Figure 1

[0036] The vehicle 1 and the server 9 are configured to be capable of wireless communication (bidirectional communication) with each other. Although not illustrated, wireless communication between other vehicles (not illustrated) and the server 9 is also possible.

[0037] Although neither is illustrated, the server 9 includes a CPU (Central Processing Unit), a memory, and an input / output port. Part or all of the server 9 can be configured to perform an arithmetic process by software or by hardware such as an electronic circuit. The server 9 includes a charger information database 91 in which information (charger information INFO) related to a plurality of charging stations including the charging station 2 illustrated is stored. Details of the charger information INFO will be described later (refer to Figure 1 Figure 5 ).

[0038] Figure 2 is a block diagram schematically illustrating the structure of the vehicle 1, the charging station 2, and the charging cable 3 of Embodiment 1. Referring to Figure 2 , the charging station 2 is, for example, a charger for direct current (DC: Direct Current) charging, which converts alternating-current electric power from a system power source 500 into direct-current electric power for charging a storage battery 150 mounted on the vehicle 1 and supplies it. The charging station 2 includes a power line ACL, an AC / DC converter 210, a voltage sensor 220, supply lines PL0, NL0, a cooling mechanism 230, and a control circuit 200. The cooling mechanism 230 includes a flow path 231, a water pump 232, and a heat exchanger 233.

[0039] The power line ACL is electrically connected to the system power source 500. The power line ACL transmits alternating-current electric power from the system power source 500 to the AC / DC converter 210.

[0040] The AC / DC converter 210 converts the alternating-current electric power on the power line ACL into direct-current electric power for charging the storage battery 150 mounted on the vehicle 1. The power conversion based on the AC / DC converter 210 can also be performed by a combination of AC / DC conversion for power factor improvement and DC / DC conversion for voltage level adjustment. The direct-current electric power output from the AC / DC converter 210 is supplied through the positive-side supply line PL0 and the negative-side supply line NL0. ​​

[0041] A voltage sensor 220 is provided between the power supply lines PL0, NL0. The voltage sensor 220 detects the voltage between the power supply lines PL0, NL0, and outputs the result of the detection to the control circuit 200.

[0042] A water pump 232 circulates the coolant (cooling water) enclosed in a flow path 231 in a manner that circulates between the heat exchanger 233 and the connector 310 of the charging cable 3, in accordance with an instruction from the control circuit 200. Thus, the contact portion of the connector 310 and the inlet port 110 (the region in which the terminals contact each other) can be cooled.

[0043] The heat exchanger 233 is configured to include, for example, a heat transfer pipe and a heat dissipation fin (not shown). In the heat exchanger 233, the heat of the coolant in the flow path 231 is dissipated to the ambient air.

[0044] Furthermore, the structure of the cooling mechanism 230 is not limited to the above-described water-cooled structure, and can be, for example, an air-cooled structure. Alternatively, as the cooling mechanism, a heat pump system or a thermoelectric cooling system including a Peltier element can be used.

[0045] The control circuit 200 is configured to include a CPU, a memory, and an input / output port (none of which is shown). The control circuit 200 controls the power conversion operation based on the AC / DC converter 210, based on the voltage detected by the voltage sensor 220, signals from various switches, the vehicle 1, and a map and a program stored in the memory. In addition, the control circuit 200 controls the cooling operation based on the water pump 232, based on various signals and a program stored in the memory.

[0046] Furthermore, the temperature sensor 319 that detects the temperature T2 of the connector 310 is provided in the connector 310 of the charging cable 3. The control circuit 200 can diagnose whether or not there is an abnormality in the connector 310 (more specifically, overheating of the contact portion of the connector 310 and the inlet port 110) by receiving a signal indicating the temperature T2 from the temperature sensor 319.

[0047] The vehicle 1 is provided with: the inlet port 110, the charging lines PL1, NL1, the voltage sensor 121, the current sensor 122, the vehicle contactors 131, 132, the system main relays 141, 142, the storage battery 150, the power lines PL2, NL2, a PCU (Power Control Unit) 160, an engine 170, motor generators 171, 172, a power distribution device 173, drive wheels 174, a communication module 180, and an ECU (Electronic Control Unit) 100.

[0048] The inlet (also referred to as a charging port) 110 is configured to enable electrical connection of the connector 310 of the charging cable 3. In more detail, by the connector 310 being inserted into the inlet 110 with mechanical connection such as fitting, electrical connection between the power supply line PLO and the positive-side contact of the inlet 110 is ensured, and electrical connection between the power supply line NLO and the negative-side contact of the inlet 110 is ensured. In addition, by the inlet 110 and the connector 310 being connected by the charging cable, the ECU 100 of the vehicle 1 and the control circuit 200 of the charging station 2 can transmit and receive various signals, commands, and information (data) to each other through communication in accordance with a prescribed communication standard such as CAN (Controller Area Network) or communication of analog signals via an analog control line.

[0049] In addition, in the inlet 110, a temperature sensor 119 for detecting the temperature Tl of the inlet 110 is provided, similarly to the connector 310 of the charging cable 3. The ECU 100 can diagnose abnormality such as overheating in the inlet 110 by receiving a signal indicating the temperature Tl from the temperature sensor 119.

[0050] The voltage sensor 121 is provided between the charging line PIl and the charging line NIl on the inlet 110 side than the vehicle contactors 131, 132. The voltage sensor 121 detects the direct-current voltage between the charging lines PIl, NIl and outputs the detection result to the ECU 100. The current sensor 122 is provided to the charging line PIl. The current sensor 122 detects the current flowing in the charging line PIl and outputs the detection result to the ECU 100. The ECU 100 can calculate the supplied power from the charging station 2 based on the detection results of the voltage sensor 121 and the current sensor 122.

[0051] The vehicle contactor 131 is connected to the charging line PIl, and the vehicle contactor 132 is connected to the charging line NIl. The closing / opening of the vehicle contactors 131, 132 is controlled in accordance with a command from the ECU 100. When the vehicle contactors 131, 132 are closed and the system main relays 141, 142 are closed, a state in which power transfer between the inlet 110 and the storage battery 150 is enabled is achieved.

[0052] The battery 150 supplies electric power used for generating a driving force of the vehicle 1. In addition, the battery 150 accumulates electric power generated by the motor generators 171, 172. The battery 150 is a battery pack configured to include a plurality of battery cells (not shown) each of which is a lithium-ion secondary battery or a nickel-hydrogen secondary battery or the like. In the present embodiment, the internal structure of the battery pack is not particularly limited, and thus, the following description does not particularly mention the battery cells, but only refers to the battery 150. Further, the battery 150 can also be a capacitor such as an electric double layer capacitor. The battery 150 corresponds to the "electric storage device" of the present disclosure.

[0053] The positive electrode of the battery 150 is electrically connected to a node ND1 via a system main relay 141. The node ND1 is electrically connected to a charge line PL1 and a power line PL2. Similarly, the negative electrode of the battery 150 is electrically connected to a node ND2 via a system main relay 142. The node ND2 is electrically connected to a charge line NL1 and a power line NL2. The closing / opening of the system main relays 141, 142 is controlled in accordance with an instruction from the ECU 100.

[0054] The battery 150 is provided with a voltage sensor 151, a current sensor 152, and a temperature sensor 153. The voltage sensor 151 detects a voltage VB of the battery 150. The current sensor 152 detects a current IB input / output with respect to the battery 150. The temperature sensor 153 detects a temperature TB of the battery 150. Each of the sensors outputs the detection result to the ECU 100. The ECU 100 can estimate, for example, a SOC (State Of Charge) of the battery 150 on the basis of the detection result of each of the sensors.

[0055] The PCU 160 is electrically connected between the power lines PL2, NL2 and the motor generators 171, 172. The PCU 160 is configured to include a converter and an inverter, not shown, and performs bidirectional power conversion between the battery 150 and the motor generators 171, 172 at the time of closing of the system main relays 141, 142.

[0056] The engine 170 is an internal combustion engine such as a gasoline engine, and generates a driving force for running of the vehicle 1 in accordance with a control signal from the ECU 300.

[0057] The motor generators 171, 172 are each, for example, a three-phase alternating-current rotary electric machine. The motor generator 171 is linked to the crankshaft of the engine 170 via a power distribution device 173. The motor generator 171 rotates the crankshaft of the engine 170 using electric power of the battery 150 at the time of starting the engine 170. In addition, the motor generator 171 is also capable of generating electric power using the power of the engine 170. The alternating-current electric power generated by the motor generator 171 is converted into direct-current electric power by the PCU 160 and charged into the battery 150. In addition, the alternating-current electric power generated by the motor generator 171 is sometimes supplied to the motor generator 172.

[0058] The motor generator 172 rotates the drive shaft using at least one of electric power from the battery 150 and electric power generated by the motor generator 171. In addition, the motor generator 172 is also capable of generating electric power by regenerative braking. The alternating-current electric power generated by the motor generator 172 is converted into direct-current electric power by the PCU 160 and charged into the battery 150.

[0059] The power distribution device 173 is, for example, a planetary gear mechanism, and mechanically links the crankshaft of the engine 170, the rotation shaft of the motor generator 171, and the drive shaft.

[0060] The communication module 180 is a DCM (Digital Communication Module) configured to be capable of wireless communication with the server 9. The communication module 180 corresponds to the "communication device" of the present disclosure.

[0061] The navigation device 190 includes a GPS (Global Positioning System) receiver 191 that determines the position of the vehicle 1 based on electric waves from artificial satellites (not shown). The navigation device 190 performs various navigation processes of the vehicle 1 using the position information (GPS information) of the vehicle 1 determined by the GPS receiver 191. More specifically, the navigation device 190 calculates a recommended route from the current position of the vehicle 1 to a destination based on the GPS information of the vehicle 1 and road map data stored in a memory (not shown), and outputs information of the calculated recommended route to the ECU 100.

[0062] The ECU 100, like the control circuit 200, is configured to include a CPU 101, a memory 102 such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and an input / output port (not shown). The ECU 100 controls the devices based on signals from various sensors and the like so that the vehicle 1 becomes a desired state.

[0063] As the main control executed by the ECU 100, there is plug-in charging control that charges the on-vehicle storage battery 150 with the electric power supplied from the charging station 2. The plug-in charging control is carried out by the ECU 100 of the vehicle 1 and the control circuit 200 of the charging station 2 exchanging signals, commands, and information with each other via the charging cable 3. In the plug-in charging control, the power conversion operation based on the AC / DC converter 210 is controlled in such a manner that the current supplied from the charging station 2 to the vehicle 1 via the charging cable 3 does not exceed a "maximum allowable current" that is the maximum allowable value of the current.

[0064] In addition, the ECU 100 has the charging table TBL1 for the plug-in charging control stored in the memory 102. The charging table TBL1 will be described later (refer to Figure 4 ).

[0065] <Protection of charging equipment and shortening of charging time>

[0066] In the plug-in charging, it is desirable to shorten the charging time in order to improve the convenience of the user. The shortening of the charging time is achieved by making the charging electric power supplied from the charging station large. However, in the plug-in charging, at the contact portion of the connector of the charging cable and the inlet port on the vehicle side (the contact point of the connector terminal and the inlet port terminal), Joule heat of the size of the product of the resistance value of the contact portion and the square of the current value is generated as heat loss. Thus, if the supply current from the charging station is increased in order to achieve the large electric power of the charging electric power, the heat loss also increases accordingly, and the overheating of the contact portion is more worried. Therefore, it is sought to shorten the charging time as much as possible while appropriately protecting the connector of the charging cable and the inlet port.

[0067] On the market, there are charging stations provided with a cooling mechanism 230 (flow path 231, water pump 232, and heat exchanger 233) as shown in Figure 2 On the other hand, there are also charging stations (not shown) that do not have the cooling mechanism 230. In the market environment where various charging stations are mixed like this, assuming the case where the charging method of the storage battery 150 is made the same regardless of whether the cooling mechanism 230 is provided in the charging station, if the charging method is set on the basis of the charging station that does not have the cooling mechanism 230, the charging electric power of the charging station provided with the cooling mechanism 230 becomes relatively small, and there is a possibility that the charging time cannot be sufficiently shortened. On the other hand, if the charging method is set on the basis of the charging station provided with the cooling mechanism 230, the charging electric power of the charging station that does not have the cooling mechanism 230 becomes excessively large, and there is a possibility that the connector of the charging cable and the inlet port cannot be sufficiently protected.

[0068] Thus, in the present embodiment, the charging method of the storage battery 150 is changed depending on whether or not the charging station is provided with the cooling mechanism 230. More specifically, in the case where the charging station is provided with the cooling mechanism 230, the maximum allowable current (to be described later, maximum allowable currents I, J) is set larger than in the case where the charging station is not provided with the cooling mechanism 230. Thereby, in the charging station provided with the cooling mechanism 230 and having a high cooling performance, a larger maximum allowable current can be set to shorten the charging time. On the other hand, in the charging station not provided with the cooling mechanism 230 and having a relatively low cooling performance, by limiting the maximum allowable current to a relatively small value, the charging cable and the inlet can be surely protected. Hereinafter, the plug-in charging control in Embodiment 1 will be described in detail.

[0069] <Plug-in charging flow>

[0070] Figure 3 is a flowchart showing the plug-in charging control in Embodiment 1. Figure 3 and the Figure 7 flowchart shown in FIG. 10 is executed in the case where the connector 310 of the charging cable 3 is inserted into the inlet 110. Figure 4 Each step (hereinafter, simply referred to as "S") included in the flowchart shown in FIG. 10 is basically realized by software processing based on the ECU 100, but can also be realized by a dedicated hardware (electrical circuit) made into the ECU 100.

[0071] Referring to Figure 3 In S110, the ECU 100 acquires the temperature TB of the storage battery 150 from the temperature sensor 153, and estimates the SOC of the storage battery 150. As the estimation method of the SOC, various publicly known methods such as a method of referring to a previously acquired SOC-OCV (Open Circuit Voltage) curve or a current accumulation method can be adopted.

[0072] In S120, the ECU 100 acquires the GPS information of the vehicle 1 by the navigation device 190. Further, the vehicle 1 and the charging station (in the example shown in FIG. 1, the charging station 2) are adjacent in a state connected to each other by the charging cable 3, so the position of the vehicle 1 and the position of the charging station can be considered almost equal. Figure 2

[0073] In S130, the ECU 100 determines whether or not the position information of the charging station (= the GPS information of the vehicle 1) is included in the charging table TBL1 by referring to the charging table TBL1 stored in the memory 102.

[0074] Figure 4 is a diagram showing an example of the charging table TBL1 in Embodiment 1. As Figure 4 ​As shown, in the charging table TBL1, the location information related to the setting place of each charging station at which the plug-in charging of the vehicle 1 has been performed in the past and the information related to whether or not the charging station has the cooling mechanism 230 are associated. Thus, by referring to the charging table TBL1, it is possible to determine whether or not the cooling mechanism 230 is present in the charging station (hereinafter, also referred to as "target charging station") connected to the vehicle 1 via the charging cable, based on the location information of the target charging station. Further, the charging table TBL1 corresponds to the "associated information" of the present disclosure.

[0075] Returning to Figure 3 In a case where the location information of the target charging station is included in the charging table TBL1 (Yes in S130), the ECU 100 causes the process to proceed to S140. In contrast, in a case where the location information of the target charging station is not included in the charging table TBL1 (No in S130), the ECU 100 transmits the location information of the target charging station to the server 9, and thereby acquires the information related to whether or not the target charging station includes the cooling mechanism 230 from the server 9 (S135).

[0076] Figure 5 is a view showing an example of the charger information INFO stored in the charger information database 91 of the server 9. Referring to Figure 5 In the charger information INFO, for example, the charger ID as the identification information of the charging station, the information related to the setting place of the charging station (location information), the information related to the charging specification to which the charging station corresponds, the information related to the charging fee of the charging station, and the information related to whether or not the charging station has the cooling mechanism 230 are associated. When the server 9 receives the inquiry from the ECU 100 of the vehicle 1 and the location information of the target charging station, the server 9 answers to the ECU 100 whether or not the target charging station has the cooling mechanism 230 by referring to the charger information INFO.

[0077] Referring back to Figure 3 In S140, the ECU 100 determines whether or not the target charging station has the cooling mechanism 230. More specifically, in a case where the determination in S130 is Yes, the ECU 100 refers to the charging table TBL1, and determines whether or not the target charging station has the cooling mechanism 230, based on the past charging history of the target charging station. On the other hand, in a case where the determination in S130 is No, the ECU 100 determines whether or not the target charging station has the cooling mechanism 230, based on the answer from the server 9.

[0078] In the case where the object charging station has the cooling mechanism 230 (Yes in S140), the ECU 100 calculates the maximum allowable current I of the battery 150 by referring to a map MP1 described later (S150). In contrast, in the case where the object charging station does not have the cooling mechanism 230 (No in S140), the ECU 100 calculates the maximum allowable current J of the battery 150 by referring to a map MP2 (S155).

[0079] Further, since the charger information INFO of the server 9 does not necessarily encompass information related to all charging stations, there is also a possibility that information related to the object charging station is not included in the charger information INFO. In such a case, the ECU 100 receives a response from the server 9 that does not mean information related to the object charging station. In this way, the ECU 100 gives priority to protection of the interface 110 and the like, and causes the process to proceed to S155 assuming that the object charging station does not have the cooling mechanism 230, and refers to the map MP2.

[0080] Figure 6 is a diagram showing an example of the maps MP1, MP2. As shown in Figure 6 , the map MP1 is, for example, a three-dimensional map including three parameters of the temperature TB of the battery 150, the SOC of the battery 150, and the maximum allowable current I. More specifically, the temperature TB of the battery 150 is divided into a plurality of temperature regions (indicated by T1, T2,...) each having a predetermined width. Also with respect to the SOC of the battery 150, a plurality of SOC regions (indicated by S1, S2,...) each having a predetermined width are divided. The maximum allowable current I is set for each combination of the divided temperature region and the SOC region. In Figure 6 , the maximum allowable current I (m, n) corresponding to the combination of the temperature region Tm and the SOC region Sn is shown. Although not repeated in detail, in the map MP2, also like the map MP1, the maximum allowable current J is set for each combination of the temperature region and the SOC region.

[0081] In the case of comparison under the same temperature condition and SOC condition (the same combination of the temperature region Tm and the SOC region Sn), the absolute value of the maximum allowable current I (m, n) in the map MP1 is larger than the absolute value of the maximum allowable current J (m, n) in the map MP2 (|I (m, n)| > J (m, n)).

[0082] Further, the reason why the temperature TB and the SOC of the storage battery 150 are included in each of the maps MP1 and MP2 is that, as with typical secondary batteries, the chargeability (amount of current that can be accepted by the storage battery 150) of the storage battery 150 has temperature dependency and SOC dependency. However, the maps MP1 and MP2 do not necessarily have to be three-dimensional maps including the temperature TB and the SOC, and the maps MP1 and MP2 can be two-dimensional maps including one of the temperature TB and the SOC and the maximum allowable current. Alternatively, instead of the maps MP1 and MP2, a predetermined value of the maximum allowable current can be stored in the memory 102 without particularly considering the chargeability of the storage battery 150.

[0083] RETURN Figure 3 Thereafter, the ECU 100 controls the charging station 2 to start plug-in charging of the storage battery 150 (S160). In detail, the ECU 100 causes the control circuit 200 of the target charging station to control the AC / DC converter 210 to start power supply by transmitting a start instruction of plug-in charging to the control circuit 200 via the charging cable 3.

[0084] The ECU 100 causes the power supply to continue until a completion condition of plug-in charging is satisfied (NO in S170), and when the completion condition of plug-in charging is satisfied (YES in S170), the ECU 100 causes the power supply to stop (S180). Further, the satisfaction of the completion condition of plug-in charging can be either that the SOC of the storage battery 150 reaches a predetermined value and the storage battery 150 reaches a full charge state, or that a charging end time specified in so-called timed charging comes.

[0085] The ECU 100 updates the charging table TBL1 after the stop of power supply, for example (S190). In detail, the ECU 100 appends information of the target charging station to the charging table TBL1 in a case where the target charging station is determined to have the cooling mechanism 230 based on the reply from the server 9 (S135). Although not illustrated, in a case where the information of the target charging station is already included in the charging table TBL1 (in a case where YES is determined in S130), the process of S190 is skipped. Further, the timing of execution of the process of S190 is not particularly limited, and can be any timing after the process of S140.

[0086] As described above, according to Embodiment 1, in a case where the target charging station is provided with the cooling mechanism 230, the maximum allowable current I is set (S150). In contrast, in a case where the target charging station is not provided with the cooling mechanism 230, the maximum allowable current J is set (S155). The maximum allowable current I (absolute value) is larger than the maximum allowable current J (absolute value) under the same temperature condition and the same SOC condition. Thus, in the charging station provided with the cooling mechanism 230 (refer to the charging station 2 in FIG. 1), the plug-in charging is performed at a higher rate than in the charging station not provided with the cooling mechanism 230 (refer to the charging station 1 in FIG. 1). Figure 2), a relatively large maximum allowable current I is set, so the charging time can be shortened. On the other hand, in a charging station (not shown) in which the cooling mechanism 230 is not provided, the supply current is limited by setting a relatively small maximum allowable current J, the heat loss of the connection portion of the connector 310 of the charging cable 3 and the inlet 110 of the vehicle 1 is small, and the connection portion can be more reliably protected. Therefore, according to Embodiment 1, with respect to the shortening of the charging time and the protection of the charging cable 3 and the vehicle 1, appropriate measures can be taken according to whether the target charging station has the cooling mechanism 230 or not.

[0087] Furthermore, in Figure 3 the flowchart shown, it is explained that in the process of S135, the server 9 is inquired about whether the target charging station has the cooling mechanism 230, but this inquiry can be made to vehicles (not shown) around the vehicle 1 through so-called car-to-car communication. For example, the answer to the above inquiry can be obtained from another vehicle that has finished plug-in charging at the target charging station.

[0088] [Embodiment 2]

[0089] In Embodiment 1, it is explained as an example that the position of the target charging station is determined using the GPS information of the vehicle 1 and the maximum allowable current is switched based on the position information of the charging station. However, the determination of the target charging station does not necessarily use the position information of the target charging station. In Embodiment 2, a configuration in which the maximum allowable current is set through communication between the vehicle 1 and the target charging station is explained. In Embodiment 2, a charging table TBL2 different from the charging table TBL1 is stored in the memory 102 of the ECU 100. The above-described structure of the target charging station and the vehicle in Embodiment 2 is basically the same as that shown in Figure 2 , so the explanation is not repeated.

[0090] Figure 7 is a flowchart showing plug-in charging control in Embodiment 2. Referring to Figure 7 , the flowchart differs from the flowchart in Embodiment 1 (refer to Figure 3 ) in that the processes of S220 to S235 are included instead of the processes of S120 to S135.

[0091] Referring to Figure 7 , the ECU 100 obtains the temperature TB of the storage battery 150 from the temperature sensor 153 and estimates the SOC of the storage battery 150 (S210). Thereafter, the ECU 100 obtains the charger ID of the target charging station through communication with the target charging station via the charging cable 3 (S220). Also, the ECU 100 determines whether the charger ID of the target charging station is included in the charging table TBL2 (S230).

[0092] Figure 8 is a drawing showing an example of the charging table TBL2 in Embodiment 2. As shown in Figure 8 , the charging table TBL2 contains a charger ID, a model of its charging station, and information related to the presence or absence of the cooling mechanism 230, with respect to various charging stations used in plug-in charging of the vehicle 1. Thus, the ECU 100 can determine the presence or absence of the cooling mechanism 230 based on the charger ID.

[0093] Further, whether or not the cooling mechanism 230 is provided depends on the model of the charging station. Thus, the ECU 100 can determine the presence or absence of the cooling mechanism 230 based on the information related to the model of the object charging station, instead of or in addition to the charger ID of the object charging station, by communication.

[0094] Referring back to Figure 7 , in S230, the ECU 100 refers to the charging table TBL2 stored in the memory 102, and determines whether or not the information related to the charger ID (or the model of the object charging station) is contained in the charging table TBL2.

[0095] In a case where the information related to the charger ID of the object charging station is not contained in the charging table TBL2 (NO in S230), the ECU 100 transmits the charger ID to the server 9 in order to acquire the charger information INFO shown in Figure 5 , and acquires a reply from the server 9 as to whether or not the object charging station contains the cooling mechanism 230 (S235). In a case where the information related to the charger ID of the object charging station is contained in the charging table TBL2 (YES in S230), the processing of S235 is skipped, and the processing proceeds to S240. The respective processes after S240 are all identical to the corresponding processes of the flowchart in Embodiment 1 (refer to Figure 3 ), and thus, detailed description will not be repeated.

[0096] As described above, according to Embodiment 2, it is determined based on the charger ID (or the information related to the model) of the object charging station whether or not the cooling mechanism 230 is provided in the object charging station. In a case where the cooling mechanism 230 is provided, the maximum allowable current I is set (S250), and on the other hand, in a case where the cooling mechanism 230 is not provided in the object charging station, the maximum allowable current J is set (S255). As such, by using the charger ID (or the information related to the model), it is possible to shorten the charging time as much as possible while appropriately protecting the connector 310 and the inlet 110 of the charging cable 3, as in Embodiment 1.

[0097] While embodiments of the present application have been described, it is to be understood that the embodiments disclosed are merely exemplary of the application and are not to be construed as limiting the scope of the application. The scope of the application is to be only limited by the claims.

Claims

1. A charging system configured to charge an electrical storage device mounted on a vehicle with electric power supplied from a charger outside the vehicle via a charging cable, the charging system including the vehicle, the charger, and the charging cable, wherein the vehicle includes: a vehicle inlet into which a connector of the charging cable is inserted; and a control device configured to control a supply current from the charger in such a manner that the supply current does not exceed a maximum allowable current, the control device acquires information associated with whether the charger is provided with a cooling system that cools the connector and the inlet, and determines whether the charger is provided with the cooling system based on the associated information, and the maximum allowable current is reduced in a case where the cooling system for cooling the connector and the vehicle inlet is not provided to the charger, as compared with a case where the cooling system is provided to the charger.

2. The charging system according to claim 1, wherein the information is first information for identifying the charger and second information indicating whether the identified charger is provided with the cooling system, and the corresponding information is established.

3. The charging system according to claim 2, wherein the vehicle further includes a memory in which the associated information is stored, and the control device acquires the information by referring to the memory.

4. The charging system according to claim 2, wherein the control device acquires the associated information through communication with a server.

5. The charging system according to any one of claims 2 to 4, wherein the control device acquires position information of the vehicle in a state where the vehicle and the charger are connected by the charging cable, and thereby identifies the charger.

6. The charging system according to any one of claims 2 to 4, wherein the control device acquires at least one of identification information of the charger and model information of the charger through communication with the charger via the charging cable, and thereby identifies the charger.

7. A charging method of a vehicle using the charging system according to claim 1 to charge the vehicle, the vehicle including a vehicle inlet into which a connector of the charging cable is inserted, the charging method including the step of setting a maximum allowable value of a current supplied from the charger via the charging cable to be smaller in a case where a cooling system for cooling the connector and the vehicle inlet is not provided to the charger, as compared with a case where the cooling system is provided to the charger. ​ ​ ​ ​ ​ ​ ​ ​ ​ 7. A charging method of a vehicle, comprising ​ ​ charging an electrical storage device mounted on a vehicle by electric power supplied from a charger via a charging cable, wherein ​ ​

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