Demand and supply control system for a vehicle

Abstract

A demand and supply control system (1) for a vehicle, which is installed in a vehicle and controls demand and supply of electric power or an amount of electric power in the vehicle, the demand and supply control system (1) comprising: a vehicle-mounted battery (20); a charging device (70) configured to supply electrical power from an external electrical power supply (80) connected to the charging device (70) to one or more pieces of on-vehicle equipment (10); and a control unit (50) configured to control the vehicle's own battery (20) and the charging device (70), wherein the control unit (50) is configured to obtain a total demand as a sum of a demand for electric power or an amount of electric power generated in the one or more pieces of on-board equipment (10) during parking, determine whether or not the total demand can be met with electric power or an amount of electric power that can be supplied from the on-board battery (20), and, if the total demand cannot be met with the on-board battery (20) alone, control the charging device (70) into a drive state in which the total demand can be met with all the electric power or a total amount of electric power that can be supplied from the on-board battery (20) and the charging device (70), wherein the control unit (50) is configured to, when the total demand can be met solely with the on-vehicle battery (20), for each of a plurality of priority ranks set in each of the on-vehicle battery (20) and the charging device (70) and defined in advance to classify the demand for electric power or the amount of electric power generated in the one or more pieces of on-vehicle equipment (10), control the charging device (70) into either the driving state in which the supply of electric power to the on-vehicle equipment (10) is performed or a stopping state in which the supply of electric power to the on-vehicle equipment (10) is not performed, based on a tolerance limit denoting an upper limit of electric power or an amount of electric power, to ensurethat electric power or an amount of electric power is supplied with respect to a demand of a higher priority rank within a range of a value set for the higher priority rank, and to allow supply with respect to a demand of its own priority rank, wherein the control unit (50) is configured to, in at least one of the priority ranks, bring the charging device (70) into the drive state in a case where a sum of a demand as a sum of a demand generated in its own priority rank and a demand generated in a priority rank higher than its own priority rank is less than a tolerance limit of the charging device (70) and equal to or greater than a tolerance limit of the on-vehicle battery (20), and bring the charging device (70) into the stop state in a case where the sum of a demand is less than the tolerance limit of the on-vehicle battery (20) and equal to or greater than the tolerance limit of the charging device (70).

Description

BACKGROUND OF THE INVENTION1. Field of the InventionThe present invention relates to a demand and supply control system installed in a vehicle and controls demand and supply of electric power or an amount of electric power in the vehicle.2. DESCRIPTION OF THE RELATED ARTAs a system that controls demand and supply of electric power or an amount of electric power in a vehicle, Japanese Patent Application Laid-Open No. 2007-307 957 discloses an apparatus that controls air conditioning (an air conditioner or a blower) of a parked vehicle based on an electric power generation amount of an in-vehicle solar module and an electric power storage amount of an in-vehicle battery. In the system, the inside of a vehicle cabin is conveniently controlled while inhibiting shortage of the electric power storage amount of the in-vehicle battery because air conditioning of the vehicle is controlled when the electric power generation amount of the in-vehicle solar module is larger than a predetermined value or when there is a margin in the electric power storage amount of the in-vehicle battery.Japanese Patent Application Laid-Open No. 2016-52 189 A discloses a system that controls transmission of electric power from a battery for driving to an auxiliary battery during parking of a vehicle based on an electric power storage amount of the battery for driving and an electric power storage amount of the auxiliary battery. In the system, the auxiliary battery is charged with electric power of the battery for driving to inhibit auxiliary battery depletion when the electric power storage amount of the auxiliary battery during parking decreases to a threshold value when the electric power storage amount of the battery for driving is equal to or greater than a predetermined value.The document DE 10 2015 205 075 A1 discloses a control of the power consumption of a vehicle in a rest state, in which at least one control parameter related to the duration of the rest state is set by means of a rest state operator control element, on the basis of which at least one electrical load of the vehicle is set with regard to its power consumption.WO 2018 / 111 453 A1 and DE 11 2017 006 278 T5 disclose a control system optimally adapted to control the engine and motor-generator of a hybrid electric vehicle to ensure that an electric energy storage unit of a hybrid vehicle hybrid drive system is sufficiently charged to operate electrical loads during non-steering times.WO 2018 / 174 208 A1 discloses a power supply system comprising a power supply control unit for supplying a power packet from a power packet mixer to power packet routers in response to a power distribution request from the power packet routers and an assigning unit for assigning priorities to a plurality of loads. The power supply control unit limits power supply to a low priority load when the ratio of power demand to power supply satisfies a predetermined condition.Summary of the InventionIn recent years, a hybrid vehicle or an electric vehicle has been developed that includes a charging device connected to an external electric power supply such as a charging equipment to charge the in-vehicle battery and supply electric power to in-vehicle equipment. The external electric power supply can output large electric power stably and continuously as compared with a solar-based electric power generation device. However, heretofore, appropriate demand and supply control of electric power or the amount of electric power when an external electric power supply connected via a charging device is used in combination with an in-vehicle battery as an electric power supply source has not been studied.It is therefore an object of the present invention to provide a demand and supply control system that enables appropriate demand and supply control of electric power or the amount of electric power when an external electric power supply connected via a charging device is used in combination with an in-vehicle battery as an electric power supply source.This object is achieved by the features of independent claim 1. Further features and advantageous developments are described in the dependent patent claims.The invention provides a demand and supply control system for a vehicle capable of appropriately utilizing electric power or an amount of electric power to be supplied from a charging device connected to an external electric power supply with respect to a demand for electric power or an amount of electric power generated in a vehicle.With the demand and supply control system for a vehicle according to the invention, it is possible to appropriately use electric power or the amount of electric power supplied from the charging device connected to the external electric power supply with respect to a demand for electric power or an amount of electric power generated in the vehicle.Brief Description of the DrawingsFeatures, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and in which: FIG. 1 is a schematic configuration diagram of a demand and supply control system for a vehicle according to an embodiment of the invention; FIG. 2 is an example of a definition of a priority rank; FIG. 3A is an example of a lower limit value and an upper limit value in each priority rank with respect to an amount of electric power; FIG. 3B is an example of a lower limit value and an upper limit value in each priority rank with respect to electric power; FIG. 4 is an example in which a control lower limit value and a control upper limit value of each priority rank are obtained based on FIG. 3A ; FIG. 5 is an example in which a tolerance limit related to supply of an amount of electric power is set based on FIG. 4 ; FIG. 6A is a flowchart of charging device control executed by a control unit with respect to a demand; FIG. 6B is a flowchart of charging device control executed by the control unit with respect to a demand; FIG. 7 is a diagram (pattern A) illustrating the relationship between tolerance limits of a high voltage battery and a plug-in charging device and an overall demand; FIG. 8 is a diagram (pattern B- 1) illustrating the relationship between the tolerance limits of the high voltage battery and the plug-in charging device and the total demand; FIG. 9 is a diagram (pattern B- 2) illustrating the relationship between the tolerance limits of the high voltage battery and the plug-in charging device and the total demand; FIG. 10 is a diagram (pattern C- 1) illustrating the relationship between the tolerance limits of the high voltage battery and the plug-in charging device and the total demand; FIG. 11 is a diagram (pattern C- 2) illustrating the relationship between the tolerance limits of the high voltage battery and the plug-in charging device and the total demand; FIG. 12 is a diagram (pattern C- 3) illustrating the relationship between the tolerance limits of the high voltage battery and the plug-in charging device and the total demand; and FIG. 13 is a diagram (pattern D) illustrating the relationship between the tolerance limits of the high voltage battery and the plug-in charging device and the total demand.DETAILED DESCRIPTION OF EMBODIMENTSA demand and supply control system for a vehicle according to the invention is equipped with a charging device connectable to an external electric power supply. In the present system, when an in-vehicle battery and an external electric power supply to be connected via a charging device can be used in combination as an electric power supply source that supplies electric power or the like to in-vehicle equipment, a driving state or a stopping state of the charging device is controlled such that the in-vehicle battery and the charging device are efficiently operated in the system.Exemplary EmbodimentHereinafter, an embodiment of the invention will be described in detail with reference to the drawings. In the following description, although electric power and an amount of electric power are principally expressed in distinction from each other, when content can take both electric power and the amount of electric power, the content is expressed using the term "electric power or the like".ConfigurationFIG. 1 is a block diagram showing the schematic configuration of a demand and supply control system 1 for a vehicle according to an embodiment of the invention. The demand and supply control system 1 for a vehicle illustrated in FIG. 1 includes a plurality of pieces of equipment 10, a high-voltage battery 20, a low-voltage battery 30, a DC-DC converter 40, a control unit 50, a battery monitoring unit 60, and a plug-in charging device 70.The pieces of equipment 10 are equipment installed in the vehicle, and are devices that cause a need (electric power need) for using electric power required for performing a predetermined operation or a need (electric power need) for consuming a required amount of electric power. The electric power demand may include a demand for discharging electric power generated in the equipment 10 to a battery, and the electric power amount demand may include a demand for storing the electric power amount obtained in the equipment 10 in the battery. Referring to FIG. 1, although an example in which two pieces of equipment 10 are installed in the vehicle is shown, three or more pieces of equipment 10 may be installed in the vehicle.The high voltage battery 20 is a secondary battery configured to charge and discharge electric power such as a lithium ion battery, and is, for example, a battery for propulsion installed in the vehicle as an electric power supply and storage source or the like. The high voltage battery 20 can supply electric power or the like to a starter motor, a traction motor, and the like (not shown) via a system main relay (SMR) 21. The high voltage battery 20 can output electric power or the like to the DC-DC converter 40 via the SMR 21.The battery monitoring unit 60 monitors a status (voltage, current balance, temperature, electric power storage amount, and the like) of the high-voltage battery 20.The plug-in charging device 70 may be connected to a predetermined external electric power supply 80 via a connector 72. When the plug-in charging device 70 is connected to the external electric power supply 80 via the connector 72, the plug-in charging device 70 may supply electric power or the like to the high-voltage battery 20 via a charging relay (CHR) 71. The plug-in charging device 70 may output electric power or the like to the starter motor, the traveling motor, and the like, and the DC-DC converter 40 via the CHR 71 and the SMR 21.The low voltage battery 30 is a secondary battery configured to charge and discharge electric power such as a lead storage battery or a lithium ion battery, and is, for example, an auxiliary battery installed in the vehicle as a demand and storage source of electric power or the like. The low voltage battery 30 may store electric power or the like output from the high voltage battery 20 or the plug-in charging device 70. The low voltage battery 30 may supply electric power or the like stored therein to the pieces of equipment 10.The DC-DC converter 40 may output electric power or the like stored in the high-voltage battery 20 or electric power or the like supplied from the plug-in charging device 70 to the pieces of equipment 10 and the low-voltage battery 30 with a predetermined voltage. The DC-DC converter 40 can output electric power or the like discharged from the pieces of equipment 10 to the high-voltage battery 20 at a predetermined voltage. Electric power or the like output from the DC-DC converter 40 is controlled with an output voltage value instructed from the control unit 50.The control unit 50 may control the pieces of equipment 10, the DC-DC converter 40, the SMR 21, the plug-in charging device 70, and the CHR 71 based on the status of the high-voltage battery 20 input from the battery monitoring unit 60 and an availability state of the external electric power supply 80 input from the plug-in charging device 70. The supplyability state of the external electric power supply 80 includes at least information regarding a connection state of the external electric power supply 80 and the connector 72, or a power supply voltage and a rated current of the external electric power supply 80. The control unit 50 receives a control pilot signal (CPLT signal) including the above information from the plug-in charging device 70, thereby being capable of detecting the supplyability state of the external electric power supply 80. The control unit 50 of the embodiment performs control for assigning electric power or an amount of electric power to be supplied from the supply and storage source with respect to a demand for electric power or the like generated in the pieces of equipment 10 to the pieces of equipment 10 in a descending order of a priority rank described below, or suitably controls whether or not to use the plug-in charging device 70 in addition to the high-voltage battery 20.The control unit 50 may typically be configured as an electronic control unit (ECU) including a processor, a memory, an input / output interface, and the like. In the control unit 50, a part or all of ECUs installed in the vehicle may be included, such as an ECU capable of controlling a connection and disconnection state of the SMR 21 and the CHR 71, an ECU capable of controlling the output voltage value of the DC-DC converter 40, an ECU capable of monitoring the state of the low-voltage battery 30, and an ECU capable of controlling an operation state of the plug-in charging device 70. The control unit 50 of the embodiment implements the respective functions of a demand calculation unit 51, a determination unit 52, and a state control unit 53 by the processor reading and executing a program stored in the memory.The demand calculation unit 51 calculates a total demand as a sum of an electric power demand and the like generated in the pieces of equipment 10. Various kinds of demand for electric power and the like to be generated in the vehicle are / are classified as demand requests of respective priority orders according to contents or purposes. In each priority rank, a supply request with respect to the extent to which supply of electric power and the like is permitted / permitted with respect to a demand for electric power and the like, and a storage request with respect to the extent to which storage of electric power and the like is permitted / permitted with respect to a demand for electric power and the like are specified in advance. Hereinafter, the priority level will be described.The priority rank defines in advance a priority for supplying electric power and the like of at least one of the high voltage battery 20 and the plug-in charging device 70 with respect to a demand for electric power and the like generated in the pieces of equipment 10, based on a predetermined category classified by a function / demand for the vehicle, performance, or the like. FIG. 2 shows an example of priority orders defined based on categories related to the vehicle.In the example of FIG. 2, for categories of backup, safety, conformance, basic performance (system start, normal driving), part protection, marketability (performance, running smoothness, driving stability, confirmed fuel efficiency, advanced equipment), economic efficiency, and value gain with respect to the vehicle, priority orders of "P 1" having the highest priority to "P 8" having the lowest priority are defined. In compliance, priority levels "P3-1" and "P3-2" for regulation (exhaust gas) and specification (fuel efficiency) are further divided as a subcategory. In the part protection, priority orders "P5-1" and "P5-2" for trouble prevention (function protection) and deterioration prevention (life maintenance) are further divided as sub-categories. In the economic efficiency, priority orders "P 7- 1", "P 7- 2", "P 7- 3" and "P 7- 4" are further divided for fuel consumption, EV distance, electricity charging and accessory extension as sub-categories. The number of priority orders, the division of categories and sub-categories, and the like can be freely set based on performance, functions, or the like required for the vehicle.In each priority rank, a tolerance limit is set that denotes a limit for allowing electric power supply and the like from the supply and storage source with respect to electric power demand and the like. In setting the tolerance limit, first, in each priority rank alone, a lower limit electric power and the like for allowing a drop when the supply of electric power and the like is performed from the supply and storage source with respect to a demand for electric power and the like, and an upper limit electric power and the like for allowing a rise when the storage of electric power is performed in the supply and storage source are obtained. FIG. 3A shows an example of the upper limit value and the lower limit value of an amount of electric power to be permitted by the high-voltage battery 20 with respect to a demand of each priority rank.The example of FIG. 3A shows that when an amount of electric power stored in the high voltage battery 20 is a current value (solid line), regarding the demand for an amount of electric power of the priority rank P 1, the amount of electric power (the absolute value) until the current value becomes a lower limit value L 1 unique to P 1 can be supplied with respect to a demand of the priority rank alone (supply limit), and an amount of electric power (the absolute value) until the current value becomes an upper limit value H 1 unique to P 1 can be stored with respect to a demand of the priority rank alone (storage limit). That is, regarding the demand for an electric power amount of the priority rank P 1 alone, a change in an electric power amount in a range from the lower limit value L 1 to the upper limit value H 1 is allowed to satisfy a predetermined content regarding fuse. Similarly, regarding the demand for an electric power amount of the priority rank P 2 alone, a change in an electric power amount in a range from a lower limit value L 2 to an upper limit value H 2 is allowed to satisfy a predetermined content in terms of safety. Regarding the demand for an amount of electric power of the priority rank P 3 alone, a change in an amount of electric power in a range from a lower limit value L 3 to an upper limit value H 3 is allowed to satisfy a predetermined content regarding conformity. Regarding the demand for an amount of electric power of the priority rank P 4 alone, a change in an amount of electric power in a range from a lower limit value L 4 to an upper limit value H 4 is allowed to satisfy a predetermined content regarding basic power. Regarding the demand for an amount of electric power of the priority rank P 5 alone, a change in an amount of electric power in a range from a lower limit value L 5 to an upper limit value H 5 is allowed to satisfy a predetermined content regarding part protection. Regarding the demand for an electric power amount of the priority rank P 6 alone, a change in an electric power amount in a range from a lower limit value L 6 to an upper limit value H 6 is allowed to satisfy a predetermined content in terms of marketability. With respect to the demand for an amount of electric power of the priority rank P 7 alone, a change in an amount of electric power in a range from a lower limit value L 7 to an upper limit value H 7 is allowed to satisfy a predetermined content in terms of economic efficiency. On the other hand, regarding the demand for an electric power amount of the priority rank P 8 alone, a change in an electric power amount is not allowed. Each predetermined content is / is appropriately set in consideration of the type of vehicle, performance or function required for the vehicle, influence (advantage or disadvantage) on a vehicle-installed system or the high-voltage battery 20 due to supply of an amount of electric power based on a standard, and the like.The same approach as for the above-described amount of electric power can be applied to a change range of electric power to be allowed for the high-voltage battery 20 with respect to the demand of each priority rank. FIG. 3B shows an example of an upper limit value and an electric power lower limit value for which the high-voltage battery 20 can allow a change in electric power with respect to the demand of each priority rank. In this case, the upper limit value becomes a supply limit of electric power that is supplied from the supply and storage source, and the lower limit value becomes a storage limit of electric power that is storable in the supply and storage system.Further, after the upper limit value and the lower limit value are obtained in each priority rank alone, an upper control limit value and a lower control limit value of each priority rank are obtained for use in the assignment control to be executed by the control unit 50. The control upper limit value and the control lower limit value are obtained by executing trimming processing within a range of a value set with respect to a higher priority rank based on the unique upper limit value and the unique lower limit value in each priority rank alone. The trimming processing is processing for, when the specific upper limit value in a certain priority rank U alone is larger than the control upper limit value set in a priority rank V having a higher priority, limiting the control upper limit value of the priority rank U to the same value as (or a smaller value than) the control upper limit value of the priority rank V. The trimming processing is processing for, when the specific lower limit value in the priority rank U alone is smaller than the control lower limit value set in the priority rank V having a higher priority, Limiting the control lower limit value of the priority rank U to the same value as (or a larger value than) the control lower limit value of the priority rank V. FIG. 4 shows an example in which the control upper limit value and the control lower limit value (thick solid line) of each priority rank are obtained based on the unique upper limit value and the unique lower limit value (dot-and-dash line) in each priority rank alone with respect to the electric power amount shown in FIG. 3A.Referring to FIG. 4, with respect to the highest priority rank P 1, the specific upper limit value and the specific lower limit value in the priority rank P 1 are obtained alone as the control upper limit value and the control lower limit value of the priority rank P 1. With respect to the priority rank P 2 having the next priority, a smaller value of the specific upper limit value in the priority rank P 2 alone and the control upper limit value set in the priority rank P 1 is obtained as the control upper limit value of the priority rank P 2, and a larger value of the specific lower limit value in the priority rank P 2 alone and the control lower limit value in the priority rank P 1 is obtained as the control lower limit value of the priority rank P 2. Thus, with respect to the priority rank P 2, the upper limit value and the lower limit value in the priority rank P 2 become the control upper limit value and the control lower limit value alone. Similarly, with respect to the priority rank P 3, the upper limit value and the lower limit value in the priority rank P 3 become the control upper limit value and the control lower limit value alone. However, with respect to the priority orders P 4 and P 5, since the upper limit value in each priority order alone is larger than the control upper limit value of the priority order P 3 and the lower limit value in each priority order alone is smaller than the control lower limit value of the priority order P 3, the control upper limit value and the control lower limit value of the priority order P 3 are obtained (trimming processing) as the control upper limit value and the control lower limit value of the priority orders P 4 and P 5. The same approach is also applied to the priority level upper control limit value P 6 and the priority level lower control limit value P 7. Since the control upper limit value and the control lower limit value are obtained according to such a trimming rule, a maximum electric power or a maximum amount of electric power that is feedable with respect to a demand of a relatively low priority rank is limited to be equal to or less than a maximum electric power or a maximum amount of electric power that is feedable with respect to a demand of a relatively high priority rank. For example, since the trimming processing is executed, even if the use of the supply and storage source is restricted to satisfy the compliance (priority rank P 3), it is possible to avoid execution of control that the basic power (priority rank P 4) uses the supply and storage source beyond the restriction, that is, that the basic power is operated disregarding the compliance to be preferred.When the control upper limit value and the control lower limit value are obtained, the tolerance limit is set for each priority rank. The tolerance limit is a value indicating an upper limit of an electric power or an amount of electric power in each priority rank to ensure that an electric power or an amount of electric power is supplied with higher priority than the own priority rank with respect to a demand of a different priority rank and to allow supply with respect to a demand of the own priority rank. For example, when the tolerance limit of the priority rank P 3 is / is set to 50 Ws, in a case where the sum of the amount of electric power to be supplied with respect to the demand of the priority ranks P 1 and P 2 is 40 Ws, supply of 10 Ws (=50-40) is performed with respect to the demand of the priority rank P 3; however, in a case where the sum of the amount of electric power to be supplied with respect to the demand of the priority ranks P 1 and P 2 is 60 Ws, since the sum of the amount of electric power already exceeds the tolerance limit, supply with respect to the demand of the priority rank P 3 is / is not permitted. With respect to the tolerance limit, in a case of the electric power amount shown in FIG. 4, the tolerance limit with respect to the supply of the electric power amount may be calculated by "current value-control lower limit value" of the electric power amount. FIG. 5 shows an example in which the tolerance limit (solid line) related to supply of the amount of electric power is set based on the current value and the control lower limit value shown in FIG. 4. The tolerance limit related to the storage of the electric power amount may be calculated by "control upper limit value - current value" based on the current value and the control upper limit value shown in FIG. 4. The tolerance limit related to the storage of the amount of electric power is reflected upon adjustment, for example, the tolerance limit related to the supply of the amount of electric power shown in FIG. 5 may be varied in a direction in which the amount of electric power increases, and a tolerance is expanded / widened.The tolerance limit of each priority level described above is set for each of the high voltage battery 20 and the plug-in charging device 70. That is, the tolerance limit when the high voltage battery 20 is / is set as a supply and storage source with respect to a demand and the tolerance limit when the plug-in charging device 70 is / is set as a supply and storage source with respect to a demand are set.The demand calculation unit 51 detects a demand for electric power and the like of various priority orders generated in the pieces of equipment 10, and obtains a "total demand" by summing the detected demand. The demand calculation unit 51 acquires information regarding electric power or the amount of electric power requested by the detected demand or priority rank. The demand calculation unit 51 may receive and acquire the aforementioned information from the equipment 10 where the demand for electric power and the like is detected, or the control unit 50 may keep in advance a table or the like in which the demand for electric power and the like generated in the equipment and the demanded electric power or amount of electric power or the priority rank are associated with each other, and the demand calculation unit 51 may acquire the aforementioned information from the table with the detection of the demand for electric power and the like.The determination unit 52 determines whether the operation state of the plug-in charging device 70 is brought into the driving state in which the supply of electric power and the like to the equipment 10 is performed or the stopping state in which the supply of electric power and the like to the equipment 10 is not performed, based on electric power or an amount of electric power that is supplied from the high-voltage battery 20, electric power or an amount of electric power that is supplied from the plug-in charging device 70, the demand generated in the equipment 10, and the total demand, and the tolerance limit of each priority rank.The state control unit 53 controls the operation state of the plug-in charging device 70 to either the driving state or the stopping state according to a result of determination in the determination unit 52.ControlWith further reference to the drawings, a charging device control executed by the control unit 50 of the demand and supply control system 1 for a vehicle according to the embodiment of the invention will be described. FIGS. 6A and 6B are flowcharts showing a processing flow of the charging device controller executed by the control unit 50 with respect to a demand generated in the equipment 10. Processing of FIG. 6A and processing of FIG. 6B are connected by links X and Y. FIGS. 7 to 13 are diagrams illustrating the relationship of the tolerance limit of the high voltage battery 20, the tolerance limit of the plug-in charging device 70, and the total demand, and correspond to processing with bracket symbols in FIGS. 6A and 6B.The charging device control shown in FIGS. 6A and 6B is started when the connector plug 72 of the plug-in charging device 70 is connected to the external electric power supply 80, and is repeatedly executed until the connector plug is disconnected from the external electric power supply 80.Step S 601: the demand calculation unit 51 calculates the total demand by summing the demand for electric power and the like generated in the pieces of equipment 10. It is desirable that the total demand is calculated, for example, each time a demand is newly generated or a generated demand disappears and a demand situation in the vehicle changes, when a situation of supply of electric power and the like changes due to the status of the vehicle (the status of the high voltage battery 20, the status of various systems, or the like), or the like. The total demand may be calculated at predetermined time intervals. When the total demand is calculated, the process proceeds to step S 602.Step S 602: The determination unit 52 determines whether or not the total demand can be satisfied with only electric power or the amount of electric power supplied from the high voltage battery 20. For example, when an output electric power of the high voltage battery 20 is low (low Wout) or a stored electric power amount is small, a determination is made that the overall demand cannot be satisfied. If the total demand can be satisfied with the supply from the high voltage battery 20 alone (step 602, YES), the process proceeds to step S 604, and otherwise (step 602, NO), the process proceeds to step S 603.Step S 603: The determination unit 52 determines whether or not the total demand can be satisfied when the electric power or the amount of electric power supplied from the plug-in charging device 70 is added to the electric power or the amount of electric power supplied from the high-voltage battery 20. When the total demand with the supply from the high voltage battery 20 and the plug-in charging device 70 can be satisfied (step S 603, YES), the process proceeds to step S 607, and otherwise (step 603, NO), the process proceeds to step S 609.Step S 604: The determination unit 52 replaces the sum of the demand for a priority rank Pi into "value Ai". The sum of the demand for the priority rank Pi is a demand generated by summing a demand generated in the priority rank Pi and a demand generated in priority ranks P(i-1), P(i-2),..., P1 higher than the priority rank Pi. The determination unit 52 replaces a tolerance limit of the high voltage battery 20 in the priority rank Pi into "value Bi", and replaces a tolerance limit of the plug-in charging device 70 in the priority rank Pi into "value Ci". When the value Ai, the value Bi, and the value Ci are replaced, the process proceeds to step S 605.Step S 605: The determination unit 52 determines whether or not a sum Ai of the demand is less than a tolerance limit Bi of the high voltage battery 20 and equal to or greater than a tolerance limit Ci of the plug-in charging device 70 (Bi≥Ai>Ci) with respect to the priority rank Pi. With the determination, it is possible to recognize whether or not there is the priority rank Pi in which the plug-in charging device 70 becomes lower in electric power supply capability and the like than the high-voltage battery 20.Step S 606: The determination unit 52 determines whether or not the sum Ai of the demand is less than the tolerance limit Ci of the plug-in charging device 70 and is equal to or greater than the tolerance limit Bi of the high-voltage battery 20 (Ci≥Ai>Bi) with respect to the priority rank Pi. With the determination, it is possible to recognize whether or not there is the priority level Pi in which the plug-in charging device 70 becomes higher in electric power supply capability and the like than the high-voltage battery 20.The processing of steps S 604 to S 606 described above is executed in a descending order from the highest priority rank, and is continuously executed until the condition of step S 605 or S 606 is satisfied in any priority rank or the processing of the lowest priority rank ends. In FIG. 6A, although an example is shown in which when both conditions of steps S 605 and S 606 are not satisfied in the processing of all priority orders, the process proceeds to step S 608, the process may proceed to step S 607.Step S 607: The state control unit 53 controls the plug-in charging device 70 to the driving state in which the supply of electric power and the like is performed. When the plug-in charging device 70 is driven, electric power equal to or less than a rated electric output of the plug-in charging device 70 is supplied to each piece of equipment 10, so that an input electric power Win specified in the high-voltage battery 20 is not exceeded. An output electric power Wout specified in the high voltage battery 20 can be secured by feedback control of the DC-DC converter 40. When the control of the plug-in charging device 70 ends, the process returns to step S 601.FIG. 7 shows a specific example of the relationship between each tolerance limit and the total demand when the total demand can be satisfied with the supply from the high voltage battery 20 and the plug-in charging device 70 [pattern A]. FIG. 7 is an example in which a demand for electric power pw (shaded area) regarding the partial protection (2 life maintenance) of the priority rank P 5 is generated in terms of demand / demand for drawing electric power. In the pattern A shown in FIG. 7, the electric power demand pw of the priority rank P 5- 2 is not covered with electric power of a tolerance limit B 5 of the high voltage battery 20 (pw>B 5), but is covered with electric power of a total tolerance limit obtained by adding a tolerance limit C 5 of the plug-in charging device 70 to the tolerance limit B 5 of the high voltage battery 20 (pw≤B 5+C 5). An upper limit of the total tolerance limit obtained by adding the tolerance limit C 5 to the tolerance limit B 5 is limited to an electric power that can be output from the DC-DC converter 40. In the case of pattern A, the plug-in charging device 70 is brought into the driving state.FIG. 8 shows a specific example of the relationship between each tolerance limit and the total demand when the sum Ai of the demand is smaller than the tolerance limit Ci of the plug-in charging device 70 and equal to or greater than the tolerance limit Bi of the high voltage battery 20 (Ci≥Ai>Bi) [pattern B- 1]. FIG. 8 is an example in which a demand pw (shaded area) for electric power or an amount of electric power regarding the parts protection (2 life maintenance) of the priority rank P 5 is generated in terms of demand / demand for drawing electric power. In the pattern B- 1 shown in FIG. 8, the demand pw of the priority level P 5- 2 is covered with the tolerance limit B 5 of the high voltage battery 20 or the tolerance limit C 5 of the plug-in charging device 70. However, with respect to the priority rank P 6, while a tolerance limit B 6 of the high voltage battery 20 falls below the demand pw, a tolerance limit C 6 of the plug-in charging device 70 exceeds the demand pw. In the case of the pattern B- 1, although the demand of the priority level P 6 is generated thereafter, the plug-in charging device 70 is brought into the driving state, so that at least a part of the demand can be covered. With this, for example, it is possible to suppress information for transmitting a decrease in EV travel distance that gives the user a feeling of discomfort from being displayed on a display (market accessibility), or suppress an SOC decrease due to discharge of the high-voltage battery 20 without control (economic efficiency).Step S 608: The state control unit 53 controls the plug-in charging device 70 to the stop state in which the supply of electric power and the like is not performed. When the control of the plug-in charging device 70 ends, the process returns to step S 601.FIG. 9 shows a specific example of the relationship between each tolerance limit and the total demand when the sum Ai of the demand is smaller than the tolerance limit Bi of the high voltage battery 20 and is equal to or larger than the tolerance limit Ci of the plug-in charging device 70 (Bi≥Ai>Ci) [pattern B- 2]. FIG. 9 is an example in which a demand pw (shaded area) for electric power or an amount of electric power regarding the parts protection (2 life maintenance) of the priority rank P 5 is generated in terms of demand / demand for drawing electric power. In the pattern B- 2 shown in FIG. 9, a demand pw of the priority rank P 5- 2 is covered with the tolerance limit B 5 of the high voltage battery 20 or the tolerance limit C 5 of the plug-in charging device 70. However, with respect to the priority rank P 6, while the tolerance limit B 6 of the high voltage battery 20 exceeds the demand pw, the tolerance limit C 6 of the plug-in charging device 70 falls below the demand pw. In the case of the pattern B- 2, the plug-in charging device 70 is brought into the stop state, so that unnecessary electric power of the plug-in charging device 70 is not consumed. With this, for example, it is possible to suppress the high voltage battery 20 from being charged to full charge capacity without control (part protection), suppress the input electric power Win of the high voltage battery 20 from being exceeded (part protection), suppress information for transmitting an increase in EV travel distance that gives the user a feeling of discomfort from being displayed on the display (market accessibility), or suppress an increase in electric charge (economic efficiency).Step S 609: The determination unit 52 determines whether or not supply of electric power and the like from both the high voltage battery 20 and the plug-in charging device 70 is impossible. That is, a determination is made as to whether both the high voltage battery 20 and the plug-in charger 70 cannot supply electric power and the like with respect to the demand for electric power and the like generated in the pieces of equipment 10, or at least one of the high voltage battery 20 and the plug-in charger 70 can supply electric power and the like. When supply of electric power and the like from both the high voltage battery 20 and the plug-in charging device 70 is impossible (step S 609, YES), the process proceeds to step S 613, and otherwise (step S 609, NO), the process proceeds to step S 610.Step S 610: The determination unit 52 determines whether or not supply of electric power and the like from the high voltage battery 20 is impossible. When supply from the high voltage battery 20 is impossible (step S 610, YES), the process proceeds to step S 612 because the plug-in charging device 70 can supply electric power and the like, and otherwise (step S 610, NO), the process proceeds to step S 611.Step S 611: The determination unit 52 determines whether or not the tolerance limit of the plug-in charging device 70 is equal to or less than a predetermined value in a priority order in which a demand is generated. The determination is performed to determine whether or not it is efficient to drive the plug-in charging device 70, and the predetermined value is / is set appropriately based on an efficiency or the like that is required / on a system. When the tolerance limit of the plug-in charging device 70 is equal to or less than the predetermined value (step S 611, YES), the process proceeds to step S 613 because it is not efficient to drive the plug-in charging device 70, and otherwise (step S 611, NO), the process proceeds to step S 612.Step S 612: The state control unit 53 controls the plug-in charging device 70 to the driving state in which the supply of electric power and the like is performed. When the plug-in charging device 70 is driven, electric power equal to or less than the rated electric output of the plug-in charging device 70 is supplied to each piece of equipment 10, so that the input electric power Win specified in the high-voltage battery 20 is not exceeded. The output electric power Wout specified in the high voltage battery 20 can be secured by feedback control of the DC-DC converter 40. When the control of the plug-in charging device 70 ends, the process returns to step S 610.FIG. 10 shows a specific example of the relationship between each tolerance limit and the total requirement when supply of electric power and the like from the high voltage battery 20 is impossible [pattern C- 1]. FIG. 10 is an example in which a demand for electric power pw (shaded area) regarding the partial protection (2 life maintenance) of the priority rank P 5 is generated in terms of demand / demand for drawing electric power. In the pattern C- 1 shown in FIG. 10, the electric power demand pw of the priority rank P 5- 2 is not covered with electric power of the total tolerance limit obtained by adding the tolerance limit B 5 of the high voltage battery 20 and the tolerance limit C 5 of the plug-in charging device 70 (pw>B5+C5) and is not covered with the high voltage battery 20 at all (pw>B5=0) but is partially covered with the plug-in charging device 70 (pw>C5≠0). In the case of the pattern C- 1, the plug-in charging device 70 is brought into the driving state. Thus, even when electric power and the like cannot be supplied from the high voltage battery 20, electric power and the like can be supplied from the plug-in charging device 70.FIG. 11 shows a specific example of the relationship between each tolerance limit and the total requirement when the tolerance limit of the plug-in charging device 70 exceeds the predetermined value [pattern C- 2]. FIG. 11 is an example in which a demand for electric power pw (shaded area) regarding the partial protection (2 life maintenance) of the priority rank P 5 is generated in terms of demand / demand for drawing electric power. In the pattern C- 2 shown in FIG. 11, the electric power demand pw of the priority rank P 5- 2 is not covered with the electric power of the total tolerance limit obtained by adding the tolerance limit B 5 of the high voltage battery 20 and the tolerance limit C 5 of the plug-in charging device 70 (pw>B5+C5), and the tolerance limit C 5 of the plug-in charging device 70 is larger than a predetermined value α (C 5>α). In the case of the pattern C- 2, the plug-in charging device 70 is brought into the driving state. With this, it is possible to supply more electric power as compared with a case where the high-voltage battery 20 is used alone.Step S 613: The state control unit 53 controls the plug-in charging device 70 to the stop state in which the supply of electric power and the like is not performed. When the control of the plug-in charging device 70 ends, the process returns to step S 601.FIG. 12 shows a specific example of the relationship between each tolerance limit and the total requirement when the tolerance limit of the plug-in charging device 70 is equal to or less than the predetermined value [pattern C- 3]. FIG. 12 is an example in which a demand for electric power pw (shaded area) regarding the partial protection (2 life maintenance) of the priority rank P 5 is generated in terms of demand / demand for drawing electric power. In the pattern C- 3 shown in FIG. 12, the electric power demand pw of the priority rank P 5- 2 is not covered with electric power of the total tolerance limit obtained by adding the tolerance limit B 5 of the high voltage battery 20 and the tolerance limit C 5 of the plug-in charging device 70 (pw>B5+C5), and the tolerance limit C 5 of the plug-in charging device 70 is less than the predetermined value α (C 5<α). In the case of the pattern C- 3, the plug-in charging device 70 is brought into the stop state. With this, it is possible to suppress deterioration of system efficiency due to the drive of the plug-in charging device 70.FIG. 13 shows a specific example of the relationship between each tolerance limit and the total requirement when supply of electric power and the like from both the high voltage battery 20 and the plug-in charging device 70 is impossible [pattern D]. FIG. 13 is an example in which a demand for electric power pw (shaded area) regarding the partial protection (2 life maintenance) of the priority rank P 5 is generated in terms of demand / demand for drawing electric power. In the pattern D shown in FIG. 13, since the tolerance limit of the priority rank P 5- 2 in / for both the high voltage battery 20 and the plug-in charging device 70 is zero, the electric power demand pw of the priority rank P 5- 2 is not covered. Thus, the plug-in charging device 70 is stopped, whereby it is possible to suppress unnecessary electric power consumption.Advantageous EffectsAs described above, with the demand and supply control system 1 for a vehicle according to the embodiment of the invention, in a scenario in which the high voltage battery 20 and the plug-in charger 70 are used in combination as the electric power supply and storage source or the amount of electric power to / for the equipment 10, when the total demand generated in the equipment 10 is not completely covered with only electric power or the amount of electric power from the high voltage battery 20, the plug-in charger 70 is driven in a case in which the total demand is covered by addition of the supply of electric power or the amount of electric power from the plug-in charger 70. With this, it is possible to appropriately use electric power or the amount of electric power to be supplied from the plug-in charging device 70 connected to the external electric power supply 80 with respect to the demand for electric power or the amount of electric power generated in the equipment 10.With the demand and supply control system 1 for a vehicle according to the embodiment, when the total demand generated in the equipment 10 is completely covered with the supply of electric power alone or the amount of electric power from the high voltage battery 20, a determination is made as to whether to drive or stop the plug-in charging device 70 based on the tolerance limits given to a plurality of priority orders for classifying the demand for electric power or the amount of electric power generated in the equipment 10. With this, it is possible to more appropriately use electric power or the amount of electric power to be supplied from the plug-in charging device 70 connected to the external electric power supply 80 with respect to the demand for electric power or the amount of electric power generated in the equipment 10.With the demand and supply control system 1 for a vehicle according to the embodiment, even if the total demand generated in the equipment 10 is not completely covered with only the supply of electric power or the amount of electric power from the high-voltage battery 20, the plug-in charger 70 is driven in a case where the sum of the demand is in a priority order smaller than the tolerance limit of the plug-in charger 70 and equal to or greater than the tolerance limit of the high-voltage battery 20. With this, it is possible to supply more electric power or a larger amount of electric power with respect to the demand generated in the priority rank.With the demand and supply control system 1 for a vehicle according to the embodiment, when the total demand generated in the equipment 10 is not covered with only the supply of total electric power or a total amount of electric power that is supplied from the high voltage battery 20 and the plug-in charger 70, the plug-in charger 70 is driven in a case where the supply of electric power from the high voltage battery 20 is possible and the drive of the plug-in charger 70 is efficient. With this, it is possible to efficiently supply electric power or the amount of electric power from the plug-in charging device 70 with respect to more demand.Although the embodiment of the invention has been described, the invention can be considered as a control device, a demand and supply control system including the control device, a charger control method executed by the demand and supply control system, a charger control program, a computer readable non-transitory recording medium storing the program, or a vehicle equipped with the demand and supply control system.The demand and supply control system for a vehicle according to the invention is usable in a vehicle or the like in which a battery is installed as a supply and storage source of electric power or the amount of electric power.A control device that controls an in-vehicle battery and a charging device in a demand and supply control system is configured to obtain a total demand for electric power or the like generated in in-vehicle equipment, determine whether or not the total demand can be operated with electric power or the like supplied from the in-vehicle battery, and if the total demand cannot be operated with the in-vehicle battery alone, put the charging device in a driving state in a case where the total demand can be operated with a total electric power or the like supplied from the in-vehicle battery and the charging device.

Claims

A demand and supply control system (1) for a vehicle installed in a vehicle and controlling demand and supply of electric power or an amount of electric power in the vehicle, the demand and supply control system (1) comprising: an in-vehicle battery (20); a charger (70) configured to perform supply of electric power from an external electric power supply (80) connected to the charger (70) to one or more pieces of in-vehicle equipment (10); and a controller (50) configured to control the in-vehicle battery (20) and the charger (70), wherein the controller (50) is configured to obtain a total demand as a sum of a demand for electric power or an amount of electric power, which is generated in the one or more pieces of in-vehicle equipment (10) during parking, determining whether or not the total electric power demand or an amount of electric power that is feedable from the in-vehicle battery (20) can be operated, and if the total electric power demand cannot be operated solely with the in-vehicle battery (20), controlling the charging device (70) to a driving state in which the total electric power demand or a total amount of electric power that is feedable from the in-vehicle battery (20) and the charging device (70) can be operated, wherein the control unit (50) is configured to, if the total electric power demand can be operated solely with the in-vehicle battery (20), for each of a plurality of priority orders, that are set in each of the in-vehicle battery (20) and the charging device (70) and are defined in advance to classify the electric power demand or the amount of electric power generated in the one or more pieces of in-vehicle equipment (10), control the charging device (70) in one of the driving state in which the supply of electric power to the in-vehicle equipment (10) is performed and a stopping state in which the supply of electric power to the in-vehicle equipment (10) is not performed based on a tolerance limit indicating an upper limit of electric power or an amount of electric power to ensure that electric power or an amount of electric power regarding a demand of a higher priority level is supplied within a range of a value set for the higher priority level, and to allow supply regarding a demand of the own priority level, wherein the control unit (50) is configured to, in at least one of the priority levels, bring the charging device (70) into the driving state in a case where a sum of a demand as a sum of a demand generated in the own priority level and a demand generated in a priority level higher than the own priority level is less than a tolerance limit of the charging device (70) and is equal to or greater than a tolerance limit of the in-vehicle battery (20), and bring the charging device (70) into the stopping state in a case where the sum of a demand is less than the tolerance limit of the in-vehicle battery (20) and is equal to or greater than the tolerance limit of the charging device (70).The demand and supply control system (1) according to claim 1, wherein the control unit (50) is configured to, when the total demand cannot be operated with the in-vehicle battery (20) alone, control the charging device (70) to the driving state in a case where the total demand cannot be operated with total electric power or a total amount of electric power that can be supplied from the in-vehicle battery (20) and the charging device (70), and supply of electric power from the in-vehicle battery (20) is impossible in at least one of the priority orders.The demand and supply control system (1) according to any one of claims 1 or 2, wherein the control unit (50) is configured to, when the total demand cannot be operated with the in-vehicle battery (20) alone, in a case where the total demand cannot be operated with the total electric power or the total amount of electric power supplied from the in-vehicle battery (20) and the charging device (70), and supply of electric power from the in-vehicle battery (20) is possible, control the charging device (70) to the driving state when the tolerance limit of the charging device (70) is greater than a predetermined value in a priority order in which a demand is generated, and control the charging device (70) to the stopping state when the tolerance limit of the charging device (70) is less than the predetermined value in the priority order, in which a demand is generated.

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