Control device, control method, and control program of drive battery of vehicle, as well as power management system

Abstract

To enable calibration in a full charged state of a drive battery, achievement of regeneration brake immediately after a travel start after completion of calibration, and suppression of unnecessary power consumption.SOLUTION: A control device 140 of a drive battery 120 of a vehicle 100 charges the drive battery 120 to a full charged state by power supplied from an installation power source 10 being an external power source part, performs calibration of the drive battery 120 in the full charged state, and, after completion of the calibration, supplies power of the drive battery 120 to the installation power source 10 until power charged in the drive battery 120 becomes a predetermined value or less.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control device, a control method, a control program, and a power management system for a drive battery of a vehicle. [Background technology]

[0002] Electric vehicles that run on a drive battery calculate the state of charge (SOC) of the drive battery. Since the SOC is an estimated value based on current integration, periodic calibration is required. For example, Patent Document 1 discloses technology related to a computer program that uses simulation to determine whether relay self-diagnosis and current calibration are successful. Meanwhile, a technology called V2H (Vehicle to home) that can supply power to both the vehicle and other devices has been developed, and Patent Document 2, for example, discloses technology to improve the scalability of a V2H system that can accommodate the simultaneous use of multiple EVs. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2022-59439 A [Patent Document 2] JP 2023-12313 A Summary of the Invention [Problem to be solved by the invention]

[0004] Calibration must be performed taking into account the relationship between SOC and voltage. However, depending on the type of battery, the relationship between SOC and voltage may only hold true in a low or fully charged state, and calibration may have to be performed in a low or fully charged state.

[0005] Generally, calibration must be performed when the vehicle is unloaded (parked), but if calibration is performed in a low-charged state, the vehicle must continue to drive with a low battery charge for the rest of the journey. Therefore, for example, in cases where a commercial vehicle must travel a long distance within a certain time, calibration in a low-charged state is not very practical.

[0006] Therefore, calibration must be performed when the battery is fully charged, but this creates the problem of not being able to use regenerative braking when driving.As a result, it is possible to consider activating heaters and other devices that do not need to be activated during regenerative braking, consuming electricity, but this leads to unnecessary power emissions, so a better solution was needed.

[0007] Therefore, an object of the present invention is to enable calibration when the drive battery is in a fully charged state, to realize regenerative braking immediately after the start of driving after calibration is complete, and to suppress unnecessary power consumption. [Means for solving the problem]

[0008] The present invention has been made to solve at least some of the problems described above, and can be realized in the following aspects or application examples.

[0009] The control device for a driving battery of a vehicle in this application example is characterized in that it charges the driving battery to a fully charged state using power supplied from an external power supply unit, calibrates the driving battery in the fully charged state, and, after the calibration is completed, supplies power from the driving battery to the power supply unit until the power charged in the driving battery falls below a predetermined value.

[0010] According to this, since the driving battery is calibrated when it is fully charged, the driving battery can be calibrated more accurately. Furthermore, since a portion of the power of the driving battery after the calibration is completed is supplied to the power supply unit, the supplied power can be effectively used in the power supply unit, and regenerative braking can be realized even immediately after the vehicle starts traveling.

[0011] In addition, the power management system of this application example is a power management system that supplies power to a driving battery of a connected vehicle, and is equipped with a power supply unit that is a power source that supplies power to the driving battery, and a power supply management unit that controls the power from the power supply unit to the driving battery, and is characterized in that the power supply management unit supplies power from the power supply unit to the driving battery until the driving battery is fully charged, and when it detects that calibration of the driving battery has been completed, the power supply unit accepts power from the driving battery until the power of the driving battery falls below a predetermined value.

[0012] This can provide the same effects as those of the control device according to the above application example.

[0013] In the power management system according to the above application example, the power supply unit may be capable of supplying power to driving batteries of a plurality of the vehicles, and the power supply management unit may control the power supply unit to sequentially supply power to the driving batteries of the plurality of vehicles according to a predetermined priority order.

[0014] This allows the vehicle's drive battery to be charged efficiently.

[0015] The method for controlling a driving battery of a vehicle according to this application example is characterized by having a first step of charging the driving battery to a fully charged state using power supplied from an external power supply unit, a second step of calibrating the driving battery in the fully charged state, and a third step of supplying power from the driving battery to the power supply unit after the calibration is completed until the power charged in the driving battery falls below a predetermined value.

[0016] This can provide the same effects as those of the control device according to the above application example.

[0017] The control method according to the above application example may further include a fourth step of supplying the electric power supplied to the power supply unit in the third step to another vehicle or another device.

[0018] According to this, when the drive battery of a vehicle is being charged, other vehicles or other devices can be charged in addition to the vehicle.

[0019] The control program for a driving battery of a vehicle in this application example is a program for causing a computer to execute a first step of charging the driving battery of the vehicle to a fully charged state using power supplied from an external power supply unit, a second step of calibrating the driving battery in the fully charged state, and a third step of supplying power from the driving battery to the power supply unit after the calibration is completed until the power charged in the driving battery falls below a predetermined value.

[0020] This can provide the same effects as those of the control device according to the above application example.

[0021] In this way, according to the present invention, it is possible to perform calibration when the drive battery is fully charged, to realize regenerative braking immediately after starting driving after calibration is completed, and to suppress unnecessary power consumption. [Brief description of the drawings]

[0022] [Figure 1] 1 is an overall configuration diagram showing a charge / discharge system. [Diagram 2] 2 is a flowchart for explaining the operation of the charge / discharge system shown in FIG. [Diagram 3] FIG. 2 is an explanatory diagram for explaining the operation of the charge / discharge system shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Next, an embodiment of a control device and control method for a vehicle driving battery according to the present invention, and an embodiment of a power management system according to the present invention will be described with reference to Figs. 1 to 3 as appropriate.

[0024] FIG. 1 is an overall configuration diagram of a charge / discharge system 1000 to which an embodiment of a control device for a vehicle driving battery according to the present invention and an embodiment of a power management system according to the present invention are applied.

[0025] 1, the charging / discharging system 1000 includes a power management system (one embodiment of the power management system according to the present invention) including a facility power supply 10, a first facility side connection unit 20, a first charger 30, a first vehicle side connection unit 40, a power supply management unit 50, a second facility side connection unit 60, a second charger 70, and a second vehicle side connection unit 80. The power supply unit is mainly composed of the facility power supply 10, the first charger 30, and the second charger 70.

[0026] 1, the charge / discharge system 1000 includes a first vehicle 100 and a second vehicle 200. The first vehicle 100 and the second vehicle 200 are both electric vehicles, and include motors 110, 210, driving batteries 120, 220, external charging units 130, 230, and battery control units 140, 240, respectively. The battery control units 140, 240 are one embodiment of the control device for a vehicle driving battery according to the present invention, and include charge / discharge control units 141, 241, SOC detection units 142, 242, and calibration units 143, 243, respectively.

[0027] In this embodiment, in order to simplify the explanation, an example will be described in which two vehicles (first vehicle 100 and second vehicle 200) are connected to the power supply unit having two chargers (first charger 30 and second charger 70), but the number of chargers the power supply unit has and the number of vehicles connected to the power supply unit are not limited to this.

[0028] The facility power source 10 is, for example, a facility constituting a V2H system, and is configured to be able to supply power to the outside and to be able to be supplied with power from the outside. In other words, the facility power source 10 is a power source capable of supplying power to the drive batteries 120, 220 of a first vehicle 100 and a second vehicle 200, which are multiple vehicles. Inside the facility power source 10, for example, power received from a power distribution line (not shown) is supplied to various devices.

[0029] The first equipment side connection part 20 and the second equipment side connection part 60 are bendable wiring cables made of a conductive material, and one end of each is connected to the equipment power source 10. In other words, the first equipment side connection part 20 and the second equipment side connection part 60 are connected in parallel to the equipment power source 10. The other end of the first equipment side connection part 20 is connected to the first charger 30, and the other end of the second equipment side connection part 60 is connected to the second charger 70.

[0030] The first charger 30 is configured to be able to supply power to the equipment power source 10 via the first equipment side connection unit 20, and is also configured to be able to receive power from the equipment power source 10. The second charger 70 is configured to be able to supply power to the equipment power source 10 via the second equipment side connection unit 60, and is also configured to be able to receive power from the equipment power source 10.

[0031] The first vehicle side connection part 40 and the second vehicle side connection part 80 are both bendable wiring cables made of a conductive material. The first vehicle side connection part 40 is connected to the first charger 30 at one end and to the first vehicle 100 at the other end. Specifically, the first vehicle side connection part 40 is provided at the other end with a connector that can be connected to a vehicle (e.g., the first vehicle 100). The second vehicle side connection part 80 is connected to the second charger 70 at one end and to the second vehicle 200 at the other end. Specifically, the second vehicle side connection part 80 is provided at the other end with a connector that can be connected to a vehicle (e.g., the second vehicle 200).

[0032] The power supply management unit 50 is a computer capable of controlling power supply between the facility power source 10 and the first and second vehicles 100 and 200. Specifically, the power supply management unit 50 is configured to be able to execute and stop power supply from the facility power source 10 to the first vehicle 100 and power supply from the first vehicle 100 to the facility power source 10, and is also configured to be able to execute and stop power supply from the facility power source 10 to the second vehicle 200 and power supply from the second vehicle 200 to the facility power source 10. The power supply management unit 50 is configured to be able to control the first charger 30 and the second charger 70 so as to sequentially supply power to the driving batteries 120 and 220 of the first vehicle 100 and the second vehicle 200, which are a plurality of vehicles, according to a predetermined priority order. The priority order is, for example, the order in which the vehicles are connected to the first charger 30 or the second charger 70, the order in which the SOC of the driving batteries 120 and 220 is low or high, or the like.

[0033] The power supply management unit 50 is configured to be able to transmit and receive information between the facility power supply 10, the first charger 30, the second charger 70, the battery control unit 140 of the first vehicle 100, and the battery control unit 240 of the second vehicle 200. The transmitting and receiving means here may be either a wireless or wired communication means.

[0034] Furthermore, the power supply management unit 50 is configured to be able to confirm that the first charger 30 and the first vehicle 100 are connected by the first vehicle side connection unit 40 when supplying power between the first charger 30 and the first vehicle 100, and is configured to be able to confirm that the second charger 70 and the second vehicle 200 are connected by the second vehicle side connection unit 80 when supplying power between the second charger 70 and the second vehicle 200. Specifically, the power supply management unit 50 confirms the connection by detecting that the connectors of the chargers (the first charger 30 and the second charger 70) are fitted and connected to the inlets of the external charging units 130 and 230 of the vehicles (the first vehicle 100 and the second vehicle 200) and that the signal voltages from the charge / discharge control units 141 and 241 of these vehicles are grounded on the charger side.

[0035] Furthermore, the power management unit 50 is configured to be able to notify the operator of these confirmation results. Examples of the notification means here include display on a liquid crystal provided in the power management unit 50, voice from a speaker provided in the power management unit 50, lighting of a lamp provided in the power management unit 50, etc.

[0036] The motor 110 of the first vehicle 100 is a power source for driving the first vehicle 100, and is configured to be driven by electric power from a driving battery 120. The motor 210 of the second vehicle 200 is a power source for driving the second vehicle 200, and is configured to be driven by electric power from a driving battery 220.

[0037] The drive battery 120 of the first vehicle 100 is a high-voltage battery such as a lithium-ion battery, and is configured to be able to supply and receive electric power between the motor 110 of the first vehicle 100 and the external charging unit 130. The drive battery 220 of the second vehicle 200 is a high-voltage battery such as a lithium-ion battery, and is configured to be able to supply and receive electric power between the motor 210 of the second vehicle 200 and the external charging unit 230.

[0038] The external charging unit 130 of the first vehicle 100 is configured to be able to supply and receive electric power between the first charger 30 and the driving battery 120. Specifically, the external charging unit 130 of the first vehicle 100 has inlets that can be fitted with connectors of external chargers such as the first charger 30 and the second charger 70. In addition, the external charging unit 130 includes a filter, a power conversion circuit, and a relay (not shown), and is able to convert electric power input from the outside into DC power suitable for charging the driving battery 120 and supply it to the driving battery 120.

[0039] The external charging unit 230 of the second vehicle 200 is configured to be able to supply and receive electric power between the second charger 70 and the driving battery 220. Specifically, the external charging unit 230 of the second vehicle 200 has an inlet that can be fitted with a connector of an external charger such as the first charger 30 or the second charger 70. The external charging unit 230 also includes a filter, a power conversion circuit, and a relay (not shown), and is able to convert electric power input from the outside into DC power suitable for charging the driving battery 220 and supply it to the driving battery 220.

[0040] The battery control unit 140 of the first vehicle 100 is a computer for controlling the driving battery 120 of the first vehicle 100, and includes a charge / discharge control unit 141, an SOC detection unit 142, and a calibration unit 143. The battery control unit 240 of the second vehicle 200 is a computer for controlling the driving battery 220 of the second vehicle 200, and includes a charge / discharge control unit 241, an SOC detection unit 242, and a calibration unit 243.

[0041] Specifically, the charge / discharge control unit 141 of the battery control unit 140 of the first vehicle 100 checks the connection between the first charger 30 and the first vehicle 100, and then charges the driving battery 120 to a fully charged state with power supplied from the facility power source 10, which is an external power source. The charge / discharge control unit 241 of the battery control unit 240 of the second vehicle 200 checks the connection between the second charger 70 and the second vehicle 200, and then charges the driving battery 220 to a fully charged state with power supplied from the facility power source 10.

[0042] The SOC detection unit 142 of the first vehicle 100 is connected to a group of sensors (not shown) that detect the voltage, current, temperature, etc. of the driving battery 120, and includes a calculation unit that calculates the SOC by calculation using information detected by the group of sensors. The SOC detection unit 242 of the second vehicle 200 is connected to a group of sensors (not shown) that detect the voltage, current, temperature, etc. of the driving battery 220, and includes a calculation unit that calculates the SOC by calculation using information detected by the group of sensors. Here, the SOC is the state of charge of the driving battery, and is an estimated value based on current integration.

[0043] The calibration units 143 and 243 have a function of executing calibration of the SOC. To give a specific example, the calibration performed by the calibration units 143 and 243 is performed by resetting current integration for calculating the SOC and starting current integration again when the motors 110 and 210 are in an unloaded state such as when the vehicle is stopped and the SOC is in a fully charged state (e.g., SOC 100%).

[0044] In this embodiment, in the battery control unit 140 of the first vehicle 100, when the SOC detection unit 142 detects the full charge state of the driving battery 120, the calibration unit 143 calibrates the driving battery 120 in the full charge state, and after the calibration is completed, transmits a signal to the power supply management unit 50 to inform that the calibration has been completed. In the battery control unit 240 of the second vehicle 200, when the SOC detection unit 242 detects the full charge state of the driving battery 220, the calibration unit 243 calibrates the driving battery 220 in the full charge state, and after the calibration is completed, transmits a signal to the power supply management unit 50 to inform that the calibration has been completed. In this way, the power supply management unit 50 can detect the completion of the calibration in the first vehicle 100 and the second vehicle 200.

[0045] It should be noted that the calibration may be determined to be completed not only when a signal indicating that the calibration has been completed is sent to the power management unit 50 as described above, but also, for example, when it is detected that the SOC has reached 100% or when a predetermined time has elapsed since it was detected that the SOC has reached 100%.

[0046] Furthermore, in the battery control unit 140 of the first vehicle 100, the charge / discharge control unit 141 supplies the power of the driving battery 120 to the facility power source 10 after the calibration of the driving battery 120 is completed, until the SOC detection unit 142 detects that the power of the driving battery 120 has become equal to or lower than a predetermined value. In the battery control unit 240 of the second vehicle 200, the charge / discharge control unit 241 supplies the power of the driving battery 220 to the facility power source 10 after the calibration of the driving battery 220 is completed, until the SOC detection unit 242 detects that the power of the driving battery 220 has become equal to or lower than a predetermined value. The predetermined value here is a range in which the regenerative brake can be fully operated, for example, a value in the range of 70% to 90%.

[0047] Fig. 2 is a flowchart for explaining the operation of the charging / discharging system 1000 shown in Fig. 1. A part of this operation constitutes one embodiment of a method for controlling a driving battery of a vehicle according to the present invention. In this flowchart, the first vehicle 100 has the first priority in charging the driving battery, and the second vehicle 200 has the second priority. Fig. 3 is an explanatory diagram for explaining the operation of the charging / discharging system 1000 shown in Fig. 1, and shows the states of the driving batteries 120, 220 of the first vehicle 100 and the second vehicle 200 at each stage of the flowchart shown in Fig. 2.

[0048] 2, in step S1, the power management unit 50 and the battery control unit 140 confirm that the first charger 30 and the first vehicle 100 are connected by the first vehicle side connection unit 40. Specifically, when the connector of the first charger 30 is fitted and connected to the inlet of the external charging unit 130 of the first vehicle 100, a signal voltage from the charge / discharge control unit 141 of the first vehicle 100 causes a ground fault on the first charger 30 side, which is detected by the power management unit 50 and the battery control unit 140 to confirm the connection.

[0049] Next, in step S2, the power supply management unit 50 controls the electric path of the first charger 30 to supply power from the equipment power supply 10 to the external charging unit 130 of the first vehicle 100. Furthermore, the charge / discharge control unit 141 of the battery control unit 140 causes power to be supplied from the external charging unit 130 to the driving battery 120. This charges the driving battery 120. Fig. 3(a) shows that at the start of step S2, the SOC of the driving battery 120 of the first vehicle 100 has increased from 30% (initial value) due to charging.

[0050] In step S3, the calibration unit 143 of the battery control unit 140 determines whether the SOC of the driving battery 120 detected by the SOC detection unit 142 is 100%, i.e., whether the driving battery 120 is in a fully charged state. If the calibration unit 143 determines that the driving battery 120 is in a fully charged state (i.e., if step S3 is Yes), the process proceeds to step S4, and if the calibration unit 143 determines that the driving battery 120 is not in a fully charged state (i.e., if step S3 is No), the process returns to step S2.

[0051] In step S4, the calibration unit 143 of the battery control unit 140 calibrates the driving battery 120 of the first vehicle 100. Fig. 3(b) shows that at the start of step S4, the SOC of the driving battery 120 of the first vehicle 100 is 100% at the start of calibration.

[0052] In step S5, the calibration unit 143 of the battery control unit 140 determines whether the calibration is completed or not, and if it is determined that the calibration is completed (i.e., if step S5 is Yes), it generates a signal (end signal) communicating the completion of the calibration and transmits it to the power management unit 50 before proceeding to step S6, and if it is determined that the calibration is not completed (i.e., if step S5 is No), it returns to step S4.

[0053] In step S6, the charge / discharge control unit 141 of the battery control unit 140 supplies part of the power of the driving battery 120 from the external charging unit 130 to the first charger 30 via the first vehicle side connection unit 40. Meanwhile, the power management unit 50 accepts power supply from the external charging unit 130 to the first charger 30. Fig. 3(c) shows that at the start of step S6, the SOC of the driving battery 120 of the first vehicle 100 drops from 100% due to power supply.

[0054] In step S7, which is performed almost simultaneously with step S6, when the power supply management unit 50 detects the end signal transmitted in step S5, it controls the electric path of the first charger 30 to supply power to the driving battery 220 of the second vehicle 200, which has the next priority. Specifically, the power supply management unit 50 causes power to be supplied from the first charger 30 to the facility power supply 10, via the external charging unit 230 of the second vehicle 200, and to the driving battery 220. FIG. 3(c) shows that at the start of step S7, the SOC of the driving battery 220 of the second vehicle 200 has increased from 30% (initial value) due to charging.

[0055] In step S8, the charge / discharge control unit 141 of the first vehicle 100 determines whether the SOC of the driving battery 120 detected by the SOC detection unit 142 (hereinafter, referred to as the detected SOC) has become equal to or lower than a predetermined SOC. If the charge / discharge control unit 141 determines that the detected SOC has become equal to or lower than the predetermined SOC (i.e., if step S8 is Yes), the charge / discharge control unit 141 proceeds to step S9, and if the charge / discharge control unit 141 determines that the detected SOC has not become equal to or lower than the predetermined SOC (i.e., if step S8 is No), the charge / discharge control unit 141 returns to step S6.

[0056] In step S9, the charge / discharge control unit 141 of the battery control unit 140 of the first vehicle 100 stops the supply of power from the driving battery 120 to the first charger 30. Fig. 3(d) shows that at the end of step S9, the SOC of the driving battery 120 of the first vehicle 100 is 80% (a state in which regenerative braking is possible), and the SOC of the driving battery 220 of the second vehicle 200 is 50% (a state in which charging is required). Therefore, after the end of step S9, steps S1 to S9 are performed on the driving battery 220 of the second vehicle 200.

[0057] 1 calibrates the driving battery 120 when it is fully charged, making it possible to more accurately calibrate the driving battery 120. Furthermore, after calibration is complete, a portion of the power of the driving battery 120 is supplied to the facility power source 10 or the driving battery 220 of another vehicle (second vehicle 200), making it possible to effectively use the supplied power in the facility power source 10 and the second vehicle 200, and also making it possible to achieve regenerative braking even immediately after the first vehicle 100 starts traveling.

[0058] In addition, the charging / discharging system 1000 is capable of supplying power to the driving batteries of multiple vehicles via the facility power source 10, and the power source management unit 50 controls the first charger 30 and the second charger 70 to sequentially supply power to the driving batteries of the multiple vehicles according to a predetermined priority order, thereby making it possible to efficiently charge the driving batteries of multiple vehicles.

[0059] In particular, in the case of this embodiment, when the electricity supplied from the driving battery 120 of the first vehicle 100 to the facility power source 10 is supplied to the driving battery 220 of the second vehicle 200, the driving battery 220 of the second vehicle 200 can be charged efficiently.

[0060] In this way, the charging / discharging system 1000 shown in FIG. 1 makes it possible to calibrate the driving battery when it is fully charged, to realize regenerative braking immediately after the start of driving after calibration is completed, and to suppress unnecessary power consumption.

[0061] This concludes the description of the embodiment of the present invention, but the aspects of the present invention are not limited to this embodiment.

[0062] In the charging / discharging system 1000 shown in FIG. 1, both the first charger 30 and the second charger 70 are controlled by a single power management unit 50, but the first charger 30 and the second charger 70 may be controlled by multiple power management units 50, respectively.

[0063] In the charging / discharging system 1000 shown in FIG. 1, a first vehicle 100 and a second vehicle 200, which are electric vehicles, are connected, but vehicles other than electric vehicles (e.g., hybrid vehicles) may also be connected as long as they are equipped with driving batteries 120, 220.

[0064] In the charging / discharging system 1000 shown in FIG. 1, the electric power supplied from the driving battery 120 of the first vehicle 100 is supplied to the driving battery 220 of the second vehicle 200, but may be supplied to devices other than the driving battery 220.

[0065] The control programs of the battery control units 140, 240 provided in the first vehicle 100 and the second vehicle 200 of this embodiment are for causing a computer to execute a first step (corresponding to step S2 shown in FIG. 3) of charging the vehicle's driving battery to a fully charged state with power supplied from an external power supply unit, a second step (corresponding to step S4 shown in FIG. 3) of calibrating the driving battery in the fully charged state, and a third step (corresponding to step S6 shown in FIG. 3) of supplying the power of the driving battery to the power supply unit after the calibration is completed until the power charged in the driving battery becomes equal to or lower than a predetermined value. Furthermore, the control programs of the battery control units 140, 240 and the control program of the power supply management unit 50 cooperate to cause the respective computers to execute steps S1 to S9 shown in FIG. 2.

[0066] Although not shown, the computer of the battery control units 140, 240 and the power management unit 50 includes a CPU, a main storage device, an auxiliary storage device which is a non-transitory tangible medium, and an interface. The CPU executes the above-mentioned steps S1 to S9 by reading the control program according to this embodiment from the auxiliary storage device and expanding it in the main storage device.

[0067] In the control program of this embodiment, instead of an auxiliary storage device, a non-transitory tangible medium such as a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, or a semiconductor memory connected via an interface can be used.

[0068] The control program according to this embodiment may be a difference file (difference program) for executing steps S1 to S9 shown in FIG. 2 in combination with another program already stored in the auxiliary storage device. [Explanation of symbols]

[0069] 10 Equipment power supply (power source) 20 First equipment side connection 30 1st charger 40 First vehicle side connection part 50 Power management section 60 Second equipment side connection 70 2nd charger 80 Second vehicle side connection part 100 1st car 200 2nd car 110, 210 motor 120, 220 Drive battery 130, 230 External charging unit 140, 240 Battery control unit 141, 241 Charge / discharge control unit 142, 242 SOC detector 143, 243 Proofreading Department

Claims

1. A control device for a driving battery of a vehicle, charging the driving battery to a fully charged state using power supplied from an external power supply unit, and calibrating the driving battery in the fully charged state; a control device for a vehicle driving battery, the control device supplying power from the driving battery to the power supply unit until the power charged in the driving battery falls below a predetermined value after the calibration is completed.

2. A power management system that supplies power to a drive battery of a connected vehicle, a power supply unit that is a power source that supplies power to the driving battery; a power supply management unit that controls power from the power supply unit to the driving battery, The power management system is characterized in that the power management unit supplies power from the power supply unit to the driving battery until the driving battery is fully charged, and when it detects that calibration of the driving battery has been completed, the power supply unit accepts power from the driving battery until the power of the driving battery falls below a predetermined value.

3. the power supply unit is capable of supplying power to a plurality of drive batteries of the vehicle; The power management system according to claim 2 , wherein the power management unit controls the power supply unit so as to supply power to the driving batteries of the plurality of vehicles in sequence according to a predetermined priority order.

4. A method for controlling a drive battery of a vehicle, comprising: a first step of charging the driving battery to a fully charged state using power supplied from an external power supply; a second step of calibrating the driving battery in the fully charged state; and a third step of supplying power from the driving battery to the power supply unit after the calibration is completed, until the power charged in the driving battery becomes equal to or lower than a predetermined value.

5. 5. The method for controlling a driving battery of a vehicle according to claim 4, further comprising a fourth step of supplying the electric power supplied to the power supply unit in the third step to another vehicle or another device.

6. a first step of charging a drive battery of the vehicle to a fully charged state using power supplied from an external power supply; a second step of calibrating the driving battery in the fully charged state; A control program for a vehicle's driving battery, which causes a computer to execute a third step of supplying power from the driving battery to the power supply unit after the calibration is completed, until the power charged in the driving battery becomes equal to or lower than a predetermined value.

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