Charge control device

Abstract

To provide a charge control device which can suppress inaccurate estimation of an SOH of a secondary battery while suppressing insufficient charge.SOLUTION: An ECU 10 (charge control device) comprises a processor 11 which performs control for estimating an SOH of a battery pack 20 and controls charge by using variation of the SOC due to charge based on an SOC-OCV characteristic curve of the battery pack 20 and a charge power amount by charge. The processor 11 is configured to: execute first charge control for starting charge after elapse of standby time T1 based on time required for dissolving polarization of the battery pack 20, when the charge is performed in a house 220 of a user of a vehicle 100; and execute second charge control for starting charge before elapse of the standby time T1, when the charge is performed at a place except the house 220. The processor 11 performs control for estimating the SOH after each of the first charge control and the second charge control.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a charge control device. [Background technology]

[0002] Japanese Patent Laid-Open Publication No. 2016-139525 (Patent Document 1) discloses a battery to be mounted on a vehicle. In Patent Document 1, the SOC (State Of Charge) of the battery is calculated using the OCV (Open Circuit Voltage) when polarization that occurs after charging the battery is eliminated. The life of the battery is then determined using the capacity maintenance rate (SOH (State Of Health)) based on the calculated SOC. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-139525 Summary of the Invention [Problem to be solved by the invention]

[0004] However, it takes a certain amount of time for polarization to dissipate. For this reason, if a waiting time is set aside to allow polarization to dissipate when time is tight, the battery (secondary battery) may not be fully charged. On the other hand, if a waiting time is not set aside to allow polarization to dissipate, the SOH estimate may be inaccurate.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide a charging control device that can prevent insufficient charging while preventing inaccurate estimation of the SOH of a secondary battery. [Means for solving the problem]

[0006] A charge control device according to one aspect of the present disclosure is a charge control device that controls charging of a secondary battery mounted on a vehicle, and includes: a first processor that performs control to estimate the SOH of the secondary battery using a change in SOC due to charging based on an SOC-OCV characteristic curve that indicates the relationship between the charging rate and open circuit voltage of the secondary battery and a charging power amount due to charging; and a second processor that controls charging. When charging is performed at the vehicle user's home, the second processor performs first charge control to start charging after a predetermined pre-charge waiting time based on the time required for the polarization of the secondary battery to disappear has elapsed, and when charging is performed outside the home, the second processor performs second charge control to start charging before the pre-charge waiting time has elapsed. After charging by the first charge control or the second charge control is completed, the first processor performs control to estimate the SOH.

[0007] As described above, in a battery system according to one aspect of the present disclosure, when charging is performed at a vehicle user's home, first charge control is executed to start charging after a pre-charge wait time based on the time required for polarization to resolve in the secondary battery has elapsed. Here, when charging is performed at home, it is easy to ensure a relatively long charging time. Therefore, when charging is performed at home, it is easy to provide a wait time for polarization to resolve. This allows for accurate estimation of the SOH after the first charge control at home. Furthermore, when charging is performed away from home, second charge control is executed to start charging before the pre-charge wait time has elapsed. When charging is performed away from home, it is more difficult to provide a wait time for polarization to resolve than when charging is performed at home. For this reason, if a pre-charge wait time is provided in the second charge control away from home, there is a risk that charging will not be performed sufficiently. Therefore, by starting charging before the pre-charge wait time has elapsed in the second charge control, insufficient charging of the secondary battery can be prevented. As a result, insufficient charging can be prevented while inaccurate estimation of the SOH of the secondary battery can be prevented.

[0008] The first processor may perform control to estimate the SOH after a predetermined post-charge waiting time based on the time required for polarization of the secondary battery to disappear has elapsed since the end of charging under the first charge control. This configuration makes it possible to prevent inaccurate SOH estimation due to polarization after charging under the first charge control.

[0009] The second processor may execute the first charge control instead of the second charge control when the user commands the execution of the first charge control in a case where charging is performed outside the home. With this configuration, the first charge control can be executed when the user desires to eliminate polarization in a case where charging is performed outside the home.

[0010] The second processor may execute the first charge control instead of the second charge control when charging is scheduled to be performed outside the home for a period of time longer than the pre-charge waiting time. With this configuration, even when charging is performed outside the home, if a relatively long period of time for charging can be secured, charging can be performed after eliminating polarization.

[0011] The charging control device may include a location information acquisition unit that acquires location information of the vehicle. The second processor may determine whether to execute the first charging control or the second charging control based on the location information of the vehicle acquired by the location information acquisition unit. With this configuration, it is possible to determine whether to execute the first charging control or the second charging control using information from the location information acquisition unit included in the charging control device. As a result, compared to when the determination is made based on information transmitted from an external device, such as a server, different from the charging control device, communication with the external device is not required, thereby speeding up processing in the charging control device and reducing the processing load on the charging control device. [Effects of the Invention]

[0012] According to the present disclosure, it is possible to prevent inaccurate estimation of the SOH of a secondary battery while preventing insufficient charging. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a diagram illustrating a configuration of a charging system according to an embodiment. [Figure 2] FIG. 10 is a diagram showing the relationship between the charging time and the SOC of the battery pack. [Figure 3] FIG. 2 is a diagram showing the SOC-OCV characteristic curve of the battery pack. [Figure 4] FIG. 4 is a flow diagram illustrating control of an ECU according to an embodiment. [Figure 5] FIG. 10 is a flowchart showing control of an ECU according to a first modified example of an embodiment. [Figure 6] FIG. 10 is a flowchart showing control of an ECU according to a second modified example of an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals, and description thereof will not be repeated.

[0015] <Charging system configuration> 1 is a diagram showing the configuration of a charging system 1 according to this embodiment. The charging system 1 includes a vehicle 100 equipped with a battery pack 20 (described later), an EVSE (Electric Vehicle Supply Equipment) 200, and at least one EVSE 300. The charging system 1 may include multiple EVSEs 300.

[0016] Examples of vehicle 100 include a plug-in hybrid electric vehicle (PHEV), a battery electric vehicle (BEV), or a fuel cell electric vehicle (FCEV).

[0017] The vehicle 100 includes an ECU (Electric Control Unit) 10, a battery pack 20, an HMI (Human Machine Interface) device 30, a GPS (Global Positioning System) module 40, and a DCM (Data Communication Module) 50. The ECU 10 is an example of a "charging control device" of the present disclosure.

[0018] The ECU 10 includes a processor 11, a memory 12, and a communication unit 13. The processor 11 executes various controls related to charging of the battery pack 20 (such as SOH estimation control and charging control of the battery pack 20, which will be described later). The memory 12 stores programs executed by the processor 11 as well as information used in the programs (such as maps, formulas, and various parameters). The processor 11 is an example of a "first processor" and a "second processor" in the present disclosure. The communication unit 13 is an example of a "position information acquisition unit" in the present disclosure.

[0019] The communication unit 13 communicates with the battery pack 20, HMI device 30, GPS module 40, DCM 50, etc. of the vehicle 100 by, for example, CAN (Controller Area Network) communication. The communication unit 13 is controlled by the processor 11.

[0020] The battery pack 20 stores the power used to drive (e.g., propel) the vehicle 100. The battery cells provided in the battery pack 20 are composed of secondary batteries such as lithium-ion batteries, nickel-metal hydride batteries, or sodium-ion batteries. The type of secondary battery may be a liquid secondary battery or an all-solid-state secondary battery. A plurality of secondary batteries may form a battery pack.

[0021] For example, the HMI device 30 transmits information about the vehicle 100 (such as information about the remaining power amount and location information) to a user (passenger) of the vehicle 100. The HMI device 30 includes, for example, a car navigation device.

[0022] The GPS module 40 receives GPS signals transmitted from three or more (preferably four or more) satellites above the vehicle 100 and determines the position of the vehicle 100 (host vehicle). The position information of the vehicle 100 determined by the GPS module 40 is transmitted to the ECU 10 (communication unit 13) by CAN communication or the like. The GPS module 40 may be built into a car navigation device or the like included in the HMI device 30.

[0023] The DCM 50 is configured to be able to access an external communication server, the Internet, etc. This allows the vehicle 100 to obtain various types of information from outside the vehicle through the DCM 50.

[0024] Each of EVSE200 and EVSE300 refers to a vehicle power supply facility (for example, a normal charging (AC charging) facility). Vehicle 100 is configured to be electrically connectable to EVSE200 or EVSE300. By electrically connecting vehicle 100 to EVSE200 or EVSE300, battery pack 20 can be charged.

[0025] EVSE 200 is a charging device provided at home 220 of the user of vehicle 100. EVSE 300 is a charging device provided at a location other than home 220 (for example, a shopping mall or a parking lot). Note that memory 12 of ECU 10 stores location information of home 220.

[0026] EVSE 200 and EVSE 300 each have a charging plug 210 and a charging plug 310. EVSE 200 (300) and vehicle 100 are electrically connected by connecting charging plug 210 (310) to an inlet (not shown) of vehicle 100.

[0027] Figure 2 shows an example of charging after the vehicle is stopped. The horizontal axis of Figure 2 represents time t, and the vertical axis represents SOC. Since SOC and OCV (Open Circuit Voltage) can be related, the SOC on the vertical axis can be interpreted as the corresponding OCV.

[0028] The vehicle 100 is in a traveling state until time t1. Since discharging, which reduces the SOC of the battery pack 20, has continued until time t1, polarization occurs in the battery pack 20 at time t1.

[0029] In the example of FIG. 2, the OCV increases as time passes from time t1, and reaches a substantially constant OCV1 at time t2. The increase in OCV between time t1 and time t2 is ΔV1. The magnitude of ΔV1 is the polarization voltage occurring at time t1 immediately after discharge stops. OCV1 is the original OCV when discharge stops. Time t2 is the time when charging of battery pack 20 begins.

[0030] In the example of FIG. 2, the charging period is from time t2 to time t3. ECU 10 defines this charging period as a charging current integration period. ECU 10 integrates the current value supplied to battery pack 20 over the charging current integration period to calculate the integrated charging current value (Ah) during the charging period. Note that ECU 10 terminates charging, for example, when charging for a predetermined charging execution time is completed (or when a predetermined charging upper limit SOC is reached). In the example of FIG. 2, the supply of charging power is stopped at time t3.

[0031] In the example of Figure 2, the OCV decreases as time passes from time t3, and reaches a substantially constant OCV2 at time t4. The decrease in OCV between time t3 and time t4 is ΔV2. The magnitude of this ΔV2 is the polarization voltage occurring at time t3 immediately after charging is stopped. OCV2 is the original OCV when charging is stopped.

[0032] Therefore, by providing a waiting time before the start of charging and after charging to allow polarization to dissipate, it is possible to accurately estimate SOH using an accurate OCV.

[0033] The ECU 10 calculates the amount of change in the state of charge (SOC) based on the change in OCV due to charging of the battery pack 20 and an SOC-OCV characteristic curve (FIG. 3) that shows the relationship between the state of charge (SOC) and open circuit voltage (OCV) of the battery pack 20. The ECU 10 calculates the current full charge capacity (capacity corresponding to 100% SOC) of the battery pack 20 using the calculated amount of change in SOC and the amount of charging power based on the calculated integrated value of charging current. The ECU 10 calculates the capacity maintenance rate (SOH) of the battery pack 20 by calculating the ratio between the calculated current full charge capacity and the initial full charge capacity. This is an example of SOH estimation control of the battery pack 20. Note that information on the SOC-OCV characteristic curve shown in FIG. 3 may be stored in, for example, the memory 12 (FIG. 1).

[0034] As mentioned above, it takes a certain amount of time for polarization to dissipate. Therefore, if a waiting time is set to allow polarization to dissipate when time is limited, the battery pack may not be fully charged. On the other hand, if a waiting time is not set to allow polarization to dissipate, the SOH estimation may be inaccurate.

[0035] Therefore, when charging is performed at the home 220 of the user of the vehicle 100, the processor 11 executes a first charge control that starts charging after a waiting time T1 (e.g., 30 minutes) based on the time required for polarization to disappear from the battery pack 20 has elapsed. For example, the waiting time T1 is set based on the time required for polarization to disappear from the battery pack 20 after discharge. Furthermore, when charging is performed outside the home 220, the processor 11 executes a second charge control that starts charging before the waiting time T1 has elapsed. Then, after charging by the first charge control or the second charge control is completed, the processor 11 executes control to estimate the SOH. Note that starting charging before the waiting time T1 has elapsed in the second charge control means starting charging without any waiting time at all. Furthermore, the waiting time T1 is an example of the "pre-charge waiting time" in the present disclosure.

[0036] When charging is performed at home 220, it is easy to secure a relatively long charging time because the charge does not change depending on the charging time and it is easy to charge at night. Therefore, even if a waiting time T1 for eliminating polarization is provided, it is possible to sufficiently perform charging. On the other hand, when charging is performed outside home 220, the charging time becomes relatively short because the charge may change depending on the charging time and it is difficult to charge at night. For this reason, there is a risk that charging will become insufficient when the waiting time T1 is provided. In consideration of these conditions, the processor 11 is configured to execute first charge control at home 220 and second charge control outside home 220.

[0037] Note that the waiting time T1 may be derived, for example, by a test (a test for measuring the time required for the polarization after the discharge of the battery pack 20) performed during the manufacture of the battery pack 20. Information on the waiting time T1 and the waiting time T2 described later may be stored in the memory 12.

[0038] <ECU Control Flow> Next, referring to FIG. 4, the control flow of the ECU 10 will be described. Each process other than step S3 of the ECU 10 shown in FIG. 4 is executed by the processor 11, and the process of step S3 is a process by the communication unit 13.

[0039] In step S1, the ECU 10 determines whether the charging plug 210 or the charging plug 310 is connected to the vehicle 100 (an inlet not shown). When the charging plug 210 or the charging plug 310 is connected to the vehicle 100 (Yes in S1), the process proceeds to step S3. When the charging plug 210 or the charging plug 310 is not connected to the vehicle 100 (No in S1), the process of step S1 is repeated.

[0040] In step S3, the ECU 10 (communication unit 13) acquires the position information of the vehicle 100. Specifically, the communication unit 13 acquires, from the GPS module 40, the position information of the vehicle 100 measured by the GPS module 40.

[0041] In step S5, ECU 10 determines whether charging will be performed at home 220. Specifically, if the location information acquired in step S3 indicates home 220, ECU 10 determines that charging will be performed using EVSE 200 at home 220, and if the location information indicates a location other than home 220, ECU 10 determines that charging will be performed using EVSE 300 other than home 220. If charging will be performed at home 220 (Yes in S5), the process proceeds to step S7. If charging will not be performed at home 220 (No in S5), the process proceeds to step S9. ECU 10 performs the determination process of step S5 by comparing the location information of home 220 stored in memory 12 with the location information of vehicle 100 measured by GPS module 40.

[0042] In step S7, the ECU 10 waits for a waiting time T1. In other words, the ECU 10 waits for the waiting time T1 without starting charging. Hereinafter, waiting for the waiting time T1 is referred to as executing pre-charge waiting.

[0043] In step S9, ECU 10 determines whether communication unit 13 has received a command (a command from a user) to execute pre-charge standby. For example, communication unit 13 receives the command when a user performs an operation on HMI device 30 or a user terminal (e.g., a smartphone, a PC, etc.) to instruct execution of pre-charge standby. If the command has been received (Yes in S9), the process proceeds to step S7. If the command has not been received (No in S9), the process proceeds to step S11. As described above, if the result of step S9 is Yes, ECU 10 executes first charge control (charging after standby time T1) instead of second charge control (charging without standby time T1).

[0044] In step S11, ECU 10 determines whether the planned charging time is less than the sum (T1+T3) of waiting time T1 and time T3 (e.g., 1 hour). If the planned charging time is greater than the sum (Yes in S11), the process proceeds to step S7. That is, ECU 10 executes first charging control instead of second charging control. If the planned charging time is equal to or less than the sum (No in S11), the process proceeds to step S13. Note that time T3 is an example of the "predetermined time" in the present disclosure. Information about time T3 may be stored in memory 12 (FIG. 1). Furthermore, waiting time T1 and time T3 may each be different for each vehicle 100 (vehicle type). As described above, if the result of step S11 is Yes, ECU 10 executes first charging control (charging after waiting time T1) instead of second charging control (charging without waiting time T1).

[0045] The expected charging time may be, for example, a charging execution time preset by the user or the time until the vehicle 100 is expected to leave the EVSE 300. The expected time to leave the EVSE 300 may be predicted by the processor 11 based on, for example, the travel history of the vehicle 100, the travel schedule of the vehicle 100, the user's schedule, and the schedule of the facility where the EVSE 300 is installed (for example, closing time).

[0046] The order in which the process of step S9 and the process of step S11 are executed may be reversed.

[0047] In step S13, the ECU 10 starts charging control of the battery pack 20. In step S15, the ECU 10 ends charging of the battery pack 20. For example, the ECU 10 ends charging control when a preset charging execution time has elapsed (or when the SOC has reached the charging upper limit SOC), etc.

[0048] In step S17, ECU 10 determines whether or not pre-charge standby has been performed (i.e., whether or not the process of S7 has been performed). If pre-charge standby has been performed (Yes in S17), the process proceeds to step S19. If pre-charge standby has not been performed (No in S17), the process proceeds to step S21.

[0049] In step S19, the ECU 10 waits for a waiting time T2 (e.g., 30 minutes) based on the time required for the polarization of the battery pack 20 to disappear. In other words, the ECU 10 waits for the waiting time T2 without estimating the SOH. For example, the waiting time T2 is set based on the time required for the polarization generated in the battery pack 20 to disappear after charging. Hereinafter, waiting for the waiting time T2 is referred to as executing post-charge waiting. Note that the waiting time T2 may be derived, for example, from a test performed during the manufacture of the battery pack 20 (a test measuring the time required for the polarization of the battery pack 20 to disappear after charging). Also, the waiting time T2 may differ for each vehicle 100 (vehicle type). Note that the waiting time T2 may be equal to the waiting time T1 or may be longer (or shorter) than the waiting time T1. Also, the waiting time T2 is an example of the "post-charge waiting time" in the present disclosure.

[0050] It is considered that the user of the vehicle 100 who has performed the pre-charge standby is likely to have a relatively large amount of time. Therefore, taking this condition into consideration, the ECU 10 is configured to perform the post-charge standby when the pre-charge standby is performed in step S17.

[0051] In step S21, the ECU 10 executes the process of estimating the SOH using the SOC-OCV characteristic curve (FIG. 3) stored in the memory 12 (FIG. 1) and the amount of charge energy due to charging, as described above, and then ends the process.

[0052] As described above, in this embodiment, when charging is performed at the home 220 of the user of the vehicle 100, the processor 11 executes first charging control to start charging after the waiting time T1 has elapsed. When charging is performed outside the home 220, the processor 11 executes second charging control to start charging before the waiting time T1 has elapsed. This allows charging to be performed after the pre-charging waiting time at the home 220, where the waiting time T1 is easily ensured. As a result, it is possible to accurately estimate the SOH by eliminating polarization while preventing insufficient charging. Furthermore, charging can be performed without the pre-charging waiting time at a location other than the home 220, where it is difficult to ensure the waiting time T1. As a result, it is possible to prevent insufficient charging.

[0053] <Modification> In the above embodiment, an example in which post-charge standby is performed after pre-charge standby is performed has been described, but the present disclosure is not limited to this. Even if pre-charge standby is performed, post-charge standby does not necessarily have to be performed.

[0054] In the above embodiment, an example has been shown in which pre-charge standby is executed outside home 220 when there is a user command (Yes in S9) and when the planned charging time satisfies a predetermined condition (Yes in S11), but the present disclosure is not limited to this. Only one of the determinations in steps S9 and S11 may be executed. Also, neither the determination in step S9 nor the determination in step S11 may be executed.

[0055] In the above embodiment, an example has been described in which it is determined whether EVSE 200 in home 220 or EVSE 300 outside home 220 is to be used based on information measured by GPS module 40, but the present disclosure is not limited to this. For example, ECU 10 may determine whether EVSE 200 or EVSE 300 is to be used based on identification information (such as an EVSE-ID) transmitted from the EVSE to be used.

[0056] In the above embodiment, an example is shown in which the ECU 10 of the vehicle 100 executes the determination processes shown in Fig. 4, but the present disclosure is not limited to this. For example, the determination processes may be executed by a user terminal (e.g., a smartphone or a PC) or an external server. In this case, the user terminal or the external server may be in communication with the DCM 50 of the vehicle 100.

[0057] In the above embodiment, an example has been shown in which pre-charge standby is always executed when charging is performed at home 220 (Yes in S5), but the present disclosure is not limited to this. There may be cases in which pre-charge standby is not executed even when charging is performed at home 220.

[0058] Specifically, as shown in FIG. 5, if the result of step S5 is Yes, the process of step S6A is executed. In step S6A, ECU 10 determines whether the planned charging time is greater than the sum (T1+T4) of waiting time T1 and time T4 (for example, 1 hour). If the planned charging time is greater than this sum (Yes in S6A), the process proceeds to step S6B. If the planned charging time is equal to or less than this sum (No in S6A), the process proceeds to step S13. Note that time T4 may differ for each vehicle 100 (vehicle type). Information about time T4 may also be stored in memory 12 (FIG. 1).

[0059] In step S6B, the ECU 10 determines whether the communication unit 13 has received a command (a command from a user) not to execute pre-charge standby. For example, the communication unit 13 receives the command when a user performs an operation on the HMI device 30 or a user terminal (e.g., a smartphone or PC) to instruct not to execute pre-charge standby. If the command has been received (Yes in S6B), the process proceeds to step S13. If the command has not been received (No in S6B), the process proceeds to step S7.

[0060] It is to be noted that only one of the processes of step S6A and step S6B may be executed, or the order of steps S6A and S6B may be reversed.

[0061] In the above embodiment, an example has been shown in which post-charge standby is always executed when pre-charge standby is executed, but the present disclosure is not limited to this. Even if pre-charge standby is executed, post-charge standby may not be executed in some cases.

[0062] Specifically, as shown in FIG. 6, if the result of step S17 is Yes, the process of step S18A is executed. In step S18A, ECU 10 determines whether the remaining chargeable time is equal to or greater than standby time T2. If the remaining chargeable time is equal to or greater than standby time T2 (Yes in S18A), the process proceeds to step S18B. If the remaining chargeable time is less than standby time T2 (No in S18A), the process proceeds to step S21. Note that if the remaining chargeable time is less than standby time T2 (No in S18A), vehicle 100 may be put on standby for the remaining chargeable time. Furthermore, the remaining chargeable time may be the remaining time of a charging execution time preset by the user, or the time until the vehicle 100 is expected to leave the EVSE.

[0063] In step S18B, the ECU 10 determines whether the communication unit 13 has received a command (a command from a user) not to execute post-charge standby. For example, the communication unit 13 receives the command when a user performs an operation on the HMI device 30 or a user terminal (e.g., a smartphone, a PC, etc.) to instruct not to execute post-charge standby. If the command has been received (Yes in S18B), the process proceeds to step S21. If the command has not been received (No in S18B), the process proceeds to step S19.

[0064] It should be noted that only one of the processes of step S18A and step S18B may be executed, or the order of steps S18A and S18B may be reversed.

[0065] In the above embodiment, an example has been described in which the processor 11 executes both the SOH estimation control and the charging control of the battery pack 20, but the present disclosure is not limited to this. The SOH estimation control and the charging control of the battery pack 20 may be executed by different processors.

[0066] In the above embodiment, an example was shown in which the waiting time before charging is 0 when charging is performed outside home 220, but the present disclosure is not limited to this. For example, in the above case, a waiting time shorter than waiting time T1 (for example, 15 minutes) may be set. The same may be true for waiting after charging. That is, if the answer is No in step S17 (FIG. 4), the SOH estimation process may be performed after a waiting time shorter than waiting time T2 (for example, 15 minutes).

[0067] The configurations (processing) of the above-described embodiment and the above-described modifications may be combined with each other.

[0068] The embodiments disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, not by the description of the above embodiments, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0069] 10 ECU (charging control device), 11 processor (first processor) (second processor), 13 communication unit (location information acquisition unit), 20 battery pack (secondary battery), 100 vehicle, 200, 300 EVSE, 220 home, T1 standby time (standby time before charging), T2 standby time (standby time after charging).

Claims

1. A charge control device that controls charging of a secondary battery mounted on a vehicle, a first processor that performs control to estimate an SOH of the secondary battery using an amount of change in SOC due to the charging based on an SOC-OCV characteristic curve that indicates a relationship between a charging rate and an open circuit voltage of the secondary battery and an amount of charging power due to the charging; a second processor that controls the charging; The second processor When the charging is performed at the home of a user of the vehicle, a first charging control is executed to start the charging after a predetermined pre-charging waiting time based on a time required for polarization of the secondary battery to be eliminated has elapsed; When the charging is performed outside the home, a second charging control is executed to start the charging before the pre-charging waiting time elapses. The charge control device, wherein the first processor performs control to estimate the SOH after the charging by the first charge control or the second charge control ends.

2. 2. The charging control device according to claim 1, wherein the first processor performs control to estimate the SOH after a predetermined post-charging waiting time based on a time required for polarization of the secondary battery to be eliminated has elapsed since the end of the charging by the first charging control.

3. 3. The charging control device according to claim 1, wherein the second processor executes the first charging control instead of the second charging control when the user commands the execution of the first charging control in a case where the charging is performed outside the home.

4. 3. The charging control device according to claim 1, wherein the second processor executes the first charging control instead of the second charging control when the charging is scheduled to be performed for a predetermined time or longer than the pre-charging waiting time when the charging is performed outside the home.

5. a location information acquisition unit that acquires location information of the vehicle; 3. The charge control device according to claim 1, wherein the second processor determines whether to execute the first charge control or the second charge control based on the position information of the vehicle acquired by the position information acquisition unit.

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