Vehicle charging control device and charging system

Abstract

The present invention provides a vehicle charging control device and charging system that can effectively utilize regenerative energy during vehicle operation after external charging. [Solution] The charge / discharge device 130 is configured to perform V2X charge and discharge with the charge / discharge stand 230. The server 300 formulates a V2X charge / discharge plan for the battery 110 by the charge / discharge device 130 so as not to exceed the set SOC upper limit, and predicts the temperature of the battery 110 after the V2X charge / discharge is completed based on that V2X charge / discharge plan. If the server 300 predicts that the temperature of the battery 110 after the V2X charge / discharge is low, it sets the SOC upper limit lower than if it predicts that the temperature is high, and formulates (updates) the V2X charge / discharge plan.

Description

Technical Field

[0001] The present disclosure relates to a charging control device for a vehicle and a charging system including the same.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2020-68568 (Patent Document 1) describes an electric vehicle that charges an in-vehicle secondary battery from a system power supply (external charging) and runs by a motor generator using the power stored in the battery. When the vehicle brakes, the motor generator performs a regenerative operation, and the regenerative power generated by the regenerative operation is stored in the battery. In this vehicle, as the temperature of the battery decreases and the SOC (State Of Charge) of the battery increases, the charging current of the battery is decreased (see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the above Patent Document 1, during running after external charging (for example, after starting running), if the temperature of the battery is low and the SOC is high, the charging current of the battery is decreased, so that the regenerative power during braking of the vehicle is limited. Therefore, there is a possibility that regenerative energy cannot be effectively utilized.

[0005] The present disclosure has been made to solve such problems, and an object of the present disclosure is to provide a charging control device for a vehicle and a charging system that can effectively utilize regenerative energy during running of the vehicle after external charging. [Means for solving the problem]

[0006] The charging control device of this disclosure is a charging control device for a vehicle, wherein the vehicle includes a battery for storing power for driving, a drive unit, and a charging device. The drive unit is configured to generate driving force for the vehicle using the power stored in the battery and to generate regenerative power to charge the battery when the vehicle is braking. The charging device is configured to charge the battery using an external power source (external charging). The charging control device includes a processor and a memory for storing a program executed by the processor. The processor creates a charging plan for the battery by the charging device so as not to exceed a set SOC upper limit, according to the program, and predicts the temperature of the battery after external charging based on the charging plan. When the processor predicts that the temperature of the battery after external charging will be low, it creates a charging plan by setting the SOC upper limit lower than when it predicts that the temperature will be high.

[0007] In this charging control system, a charging plan is created so as not to exceed the set SOC upper limit. Furthermore, if the battery temperature after charging is predicted to be low based on the charging plan, the SOC upper limit is set lower than when a high temperature is predicted. As a result, when the battery temperature is low after external charging, the SOC is kept low, and the limitation on regenerative power during vehicle braking is relaxed. Therefore, it becomes possible to effectively utilize regenerative energy during driving after external charging.

[0008] The processor may create a charging plan by setting a lower SOC upper limit when the battery charging power is limited to below a predetermined value due to a decrease in battery temperature.

[0009] The processor may create a charging plan by lowering the SOC upper limit set by the vehicle user if the battery charging power is limited to below a predetermined value due to a decrease in battery temperature.

[0010] The processor may create a charging plan such that the battery is fully charged by the set vehicle start time, and may predict the battery temperature at the start time of driving after charging based on that charging plan.

[0011] Furthermore, the charging system of this disclosure is a charging system used for charging a vehicle, comprising a charging facility to which the vehicle is connected and a vehicle charging control device. The vehicle includes a battery for storing power for driving, a drive unit, and a charging device. The drive unit is configured to generate driving force for the vehicle using the power stored in the battery and to generate regenerative power to charge the battery when the vehicle is braking. The charging device is configured to charge the battery by receiving power supplied from the charging facility (external charging). The charging control device creates a charging plan for the battery by the charging facility so as not to exceed a set SOC upper limit and predicts the temperature of the battery after charging based on the charging plan. When the charging control device predicts that the battery temperature will be low, it sets the SOC upper limit lower than when it predicts that the temperature will be high and creates a charging plan. The charging facility performs charging of the battery according to the charging plan created by the charging control device. [Effects of the Invention]

[0012] According to the vehicle charging control device and charging system of this disclosure, regenerative energy can be effectively utilized when the vehicle is driven after external charging. [Brief explanation of the drawing]

[0013] [Figure 1] This figure shows the overall configuration of an energy management system according to an embodiment of the present disclosure. [Figure 2] This diagram shows the charging characteristics of the battery. [Figure 3] This diagram shows a timing chart for when the SOC upper limit is changed. [Figure 4] This flowchart shows the processes performed by the server regarding V2X charging and discharging. [Figure 5] This flowchart shows the process performed by the server in the first example. [Figure 6] It is a flowchart showing the processing executed by the server of Modification Example 2.

Embodiments for Carrying Out 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 denoted by the same reference numerals and their description will not be repeated.

[0015] FIG. 1 is a diagram showing the overall configuration of an energy management system according to an embodiment of the present disclosure. Referring to FIG. 1, this energy management system (hereinafter referred to as "EMS (Energy Management System)") includes an electric vehicle 100, a customer facility 200, an energy management server (hereinafter simply referred to as "server") 300, and a user terminal 400.

[0016] In this EMS, power can be exchanged between the electric vehicle 100 and the customer facility 200. Hereinafter, the power exchange between the electric vehicle 100 and the customer facility 200 is referred to as "V2X charging and discharging".

[0017] V2X charging and discharging is planned by the server 300 based on the supply and demand situation of the power grid 500, the implementation request of DR (Demand Response) when participating in DR, the power trading price, the power supply and demand situation of the customer facility 200, the usage situation of the electric vehicle 100, the charging and discharging capacity of the electric vehicle 100, the amount of power stored in the electric vehicle 100, various settings by the user, etc.

[0018] The electric vehicle 100 is a vehicle that can run using the power stored in the battery, and for example, is a battery electric vehicle (BEV: Battery Electric Vehicle), a plug-in hybrid electric vehicle (PHEV: Plug-in Hybrid Electric Vehicle), etc. Hereinafter, the electric vehicle 100 is assumed to be a BEV.

[0019] The electric vehicle 100 includes a battery 110, a drive device 120, a charge / discharge device 130, and a control unit 140. The battery 110 is a power storage element configured to be chargeable and dischargeable, and includes, for example, a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. The battery 110 stores electric power for generating a running driving force by the drive device 120, and supplies the stored electric power to the drive device 120. Also, the battery 110 can store regenerative electric power generated by the drive device 120 during braking of the vehicle.

[0020] Furthermore, the battery 110 is electrically connected through a charge / discharge stand 230 (described later) provided in the consumer facility 200 and the charge / discharge device 130, and can exchange electric power with the charge / discharge stand 230 (consumer facility 200) (V2X charge / discharge).

[0021] The drive device 120 generates the running driving force of the electric vehicle 100. The drive device 120 includes a motor generator that generates the running driving force and an inverter that drives the motor generator (both not shown). The inverter is provided between the battery 110 and the motor generator. A converter may be provided between the inverter and the battery 110. During braking of the electric vehicle 100, the motor generator generates electricity by the rotational force of the drive wheels, and the generated electric power (regenerative electric power) can be stored in the battery 110.

[0022] The charge / discharge device 130 is a device for the electric vehicle 100 to perform V2X charge and discharge. The charge / discharge device 130 includes an inlet to which a connector provided on the power cable of the charge / discharge stand 230 can be connected, a relay that is closed during V2X charge and discharge, and a charge / discharge unit (none of which are shown). When the battery 110 is being charged from the charge / discharge stand 230, the charge / discharge unit converts the power supplied from the charge / discharge stand 230 into power that can be used to charge the battery 110. On the other hand, when power is supplied from the battery 110 to the charge / discharge stand 230, the charge / discharge unit converts the power discharged from the battery 110 into power that can be supplied to the customer facility 200. The charge / discharge unit is composed of, for example, an AC / DC converter. The charge / discharge unit may also be provided on the charge / discharge stand 230 side.

[0023] The control unit 140 is composed of a processor such as a CPU (Central Processing Unit), memory (ROM (Read Only Memory) and RAM (Random Access Memory)), and a signal buffer for inputting and outputting various signals (none of which are shown). The control unit 140 performs various processes to enable the electric vehicle 100 to run by controlling the drive unit 120. The control unit 140 also calculates the State of Charge (SOC) of the battery 110. The SOC can be calculated using various known methods.

[0024] Furthermore, the control unit 140 receives a V2X charge / discharge plan formulated by the server 300 from the server 300. Then, when the connector of the charge / discharge stand 230 is connected to the charge / discharge device 130, the control unit 140 controls the charge / discharge device 130 according to the V2X charge / discharge plan and performs V2X charge / discharge between the charge / discharge stand 230 at the customer facility 200 and the charge / discharge device 130.

[0025] The customer facility 200 is electrically connected to the power grid 500 and can exchange power with the power grid 500. The customer facility 200 is, for example, the home of the owner of the electric vehicle 100. The customer facility 200 includes electrical equipment 210, a power generator 220, a charging / discharging station 230, and HEMS (Home Energy Management System) equipment 240.

[0026] The electrical equipment 210 consists of various electrical loads at the customer facility 200. The power generation device 220 is equipment capable of generating electricity at the customer facility 200, such as a photovoltaic (PV) power generation device. The charge / discharge station 230 is equipment for the electric vehicle 100 to perform V2X charging and discharging with the customer facility 200, and is electrically connected to the electric vehicle 100 through its charge / discharge device 130.

[0027] The charging / discharging station 230 is electrically connected to the power system 500, as well as the electrical equipment 210 and the power generator 220. When the electric vehicle 100 is connected, the charging / discharging station 230 can supply power from the power system 500 or the power generator 220 to the electric vehicle 100 and charge the battery 110 of the electric vehicle 100 (V2X charging). On the other hand, the charging / discharging station 230 can supply power supplied (discharged) from the electric vehicle 100 to the electrical equipment 210 or the power system 500 (V2X discharging).

[0028] The HEMS device 240 is a device for managing various electrical equipment and power in the customer facility 200. The HEMS device 240 manages the operation of the electrical equipment 210, the power generator 220, and the charge / discharge stand 230, as well as the power within the customer facility 200. The HEMS device 240 includes a control unit 250.

[0029] The control unit 250 is comprised of a processor such as a CPU, memory (ROM and RAM), and signal buffers for inputting and outputting various signals (none of which are shown). The control unit 250 manages the power within the customer facility 200 by controlling the electrical equipment 210 and the power generation device 220.

[0030] Furthermore, the control unit 250 receives a V2X charge / discharge plan formulated by the server 300 from the server 300. When the electric vehicle 100 is connected to the charge / discharge stand 230, the control unit 250 controls the charge / discharge stand 230 according to the V2X charge / discharge plan and performs V2X charging and discharging between the electric vehicle 100 and the charge / discharge stand 230 in cooperation with the electric vehicle 100.

[0031] Server 300 performs various processes to formulate a V2X charging and discharging plan for the electric vehicle 100. Server 300 consists of a processor such as a CPU, memory (ROM and RAM), and signal buffers for inputting and outputting various signals (none of which are shown). The processor loads the program stored in ROM into RAM and executes it. The program stored in ROM describes the various processes to be executed by Server 300.

[0032] The server 300 includes a forecasting unit 310 and a planning unit 320. The forecasting unit 310 performs processing to predict future charge and discharge amounts by V2X charge and discharge. Specifically, the forecasting unit 310 acquires weather data for the area of ​​the customer facility 200 from an external server (not shown). The weather data is weather forecast information for the above area, and includes forecast information such as weather, temperature, and solar radiation for each time period. In addition, when V2X charge and discharge is performed, the forecasting unit 310 acquires actual V2X charge and discharge information from the electric vehicle 100 and the customer facility 200. The actual information includes, for example, the time when V2X charge and discharge was performed, information on the power charged and discharged by V2X charge and discharge, and SOC information of the battery 110.

[0033] The prediction unit 310 then predicts future charge and discharge amounts by V2X charging and discharging based on acquired weather data and past V2X charge and discharge information. Various logics can be applied to the V2X charge and discharge prediction logic. For example, the prediction unit 310 predicts the time period during which the electric vehicle 100 may be connected to the charge and discharge station 230 based on past V2X charge and discharge information. If that time period is predicted to be a time with high solar radiation or a late-night time when electricity rates are low, it predicts the amount of charge by V2X charging. On the other hand, if it is a peak time for the power grid 500 or a time when the load on the electrical equipment 210 is high, it predicts the amount of discharge by V2X discharging.

[0034] The planning unit 320 formulates a V2X charging and discharging plan for the electric vehicle 100. Specifically, the planning unit 320 obtains electricity trading price data from the electricity trading market, and DR-related information if participating in DR, from an external server (not shown). The planning unit 320 also obtains various V2X charging and discharging settings from the user (owner of the electric vehicle 100, or manager of the customer facility 200, etc.) from the user terminal 400.

[0035] The user can set various settings related to V2X charging and discharging from the user terminal 400. Specifically, the user can set the target SOC of the battery 110 at the end of V2X charging and discharging, the upper and lower limits of the SOC of the battery 110, and the departure time of the electric vehicle 100 after V2X charging and discharging from the user terminal 400. Each setting value entered in the user terminal 400 is transmitted from the user terminal 400 to the server 300.

[0036] The planning unit 320 then formulates a V2X charge / discharge plan using the charge / discharge amounts predicted by the prediction unit 310, the settings from the user terminal 400, and power buying / selling price data and DR information obtained from an external server. Various logics can be applied to the calculation logic of the charge / discharge plan. For example, using the settings from the user terminal 400 (departure time, target SOC, upper SOC limit, lower SOC limit, etc.) as constraints, the plan formulates a V2X charge / discharge plan that is economically optimal (cost-optimal) and can realize the predicted charge / discharge amounts as much as possible while responding to DR requests.

[0037] As described above, the electric vehicle 100 can convert the vehicle's kinetic energy into regenerative power and store it in the battery 110 during braking. However, if driving starts after V2X charging, the battery 110's temperature is low and the SOC is high because it has just been charged by V2X, which significantly limits the charging of the battery 110. As a result, regenerative power (regenerative power generation) during braking is limited, and the effective utilization of regenerative energy is hindered.

[0038] Figure 2 shows the charging characteristics of battery 110. In Figure 2, the horizontal axis represents the temperature of battery 110, and the vertical axis represents the charging limit Win (kW), which indicates the upper limit of the charging power of battery 110. The charging limit Win is provided from the standpoint of battery protection, and the current of battery 110 is controlled so that the charging power of battery 110 does not exceed the charging limit Win.

[0039] Referring to Figure 2, lines L1 to L5 show the temperature characteristics of the charge limit Win when the State of Charge (SOC) of battery 110 is different, with the SOC increasing sequentially from line L1 to line L5. Regardless of the SOC, the lower the temperature, the smaller the charge limit Win. Regarding the SOC, the higher the SOC, the smaller the charge limit Win. Therefore, when the SOC is high at low temperatures, the charge limit Win is greatly restricted.

[0040] In other words, at low temperatures (especially extremely low temperatures), a high State of Charge (SOC) of Battery 110 significantly limits the charging limit (Win). When the charging limit (Win) is significantly limited, as mentioned above, the effective utilization of regenerative energy is hindered. This situation can occur when V2X charging is completed at low temperatures.

[0041] Therefore, in this embodiment, when formulating a V2X charge / discharge plan, the temperature of the battery 110 after the V2X charge / discharge is predicted, and if the predicted temperature falls below a threshold that significantly limits the charge limit Win (for example, to a few kW or less), the SOC upper limit of the battery 110 is lowered. In this embodiment, as described above, the SOC upper limit is set by the user from the user terminal 400, and the SOC upper limit set by the user is lowered. For example, using the relationship shown in Figure 2, the SOC upper limit is lowered to an SOC such that the charge limit Win exceeds 10 kW.

[0042] Figure 3 shows a timing chart for when the SOC upper limit is changed. Referring to Figure 3, in this example, electric vehicle 100 is used for commuting from around 6:00 AM on weekdays and again when returning home around 7:00 PM. V2X charging and discharging is performed every night from around midnight until the start of driving the next day (around 6:00 AM). During this time, electricity prices are low because it is nighttime, and the load on electrical equipment 210 at the customer facility 200 is also low, so a V2X charging plan is formulated to charge the battery 110. The following describes the formulation of the V2X charging plan implemented during this time.

[0043] The V2X charging plan is formulated before the V2X charging begins. As described above, the planning unit 320 of the server 300 formulates the V2X charging plan from the charge / discharge amount predicted by the prediction unit 310, the set values ​​from the user terminal 400 (SOC upper limit, departure time, etc.), power buying and selling price data, and DR information.

[0044] The planning unit 320 plans the duration of V2X charging based on the departure time of the electric vehicle 100 after the completion of V2X charging, which is set from the user terminal 400 (in this example, from 0:00 to 6:00). In this embodiment, the temperature of the battery 110 after the completion of V2X charging is predicted, and if the predicted temperature falls below a threshold, the SOC upper limit set by the user is lowered from the user terminal 400. The threshold is a temperature at which the charge limit Win of the battery 110 is significantly restricted, and is set to an appropriate value (e.g., -15°C). Alternatively, as shown in Figure 2, the threshold may be set to a temperature at which the charge limit Win falls below the acceptable lower limit (e.g., several kW) at the SOC at the end of V2X charging (target SOC). The SOC upper limit may be lowered by a predetermined amount (e.g., 10-15%) from the SOC upper limit set by the user, or it may be lowered to an SOC at which the minimum charge limit Win (e.g., 10kW) can be obtained at the predicted temperature.

[0045] The planning unit 320 then re-formulates (updates) the V2X charging plan, using the lowered SOC upper limit as a constraint. V2X charging is then executed according to the updated plan. As a result, the SOC is kept low at low temperatures after V2X charging is completed, which relaxes the limitations on regenerative power (regenerative power generation) during vehicle braking during driving after V2X charging. Therefore, it becomes possible to effectively utilize regenerative energy.

[0046] Figure 4 is a flowchart showing the processes performed by the server 300 regarding V2X charging and discharging. The series of processes shown in this flowchart are repeatedly executed at predetermined cycles or whenever predetermined conditions are met.

[0047] Referring to Figure 4, the server 300 determines whether the connector of the power cable extending from the charging / discharging stand 230 of the customer facility 200 is connected to the inlet of the charging / discharging device 130 of the electric vehicle 100 (step S10). The connection of the connector is detected in the electric vehicle 100 and / or the customer facility 200, and the server 300 makes the determination of the connector connection by obtaining the detection result from the electric vehicle 100 and / or the customer facility 200.

[0048] If the connector is not connected to the inlet (NO in step S10), the server 300 proceeds to return without executing the subsequent series of processes.

[0049] When the connector is connected to the inlet (YES in step S10), the server 300 formulates a V2X charge / discharge plan (step S20). This process includes setting the SOC upper limit and the departure time of the electric vehicle 100 from the user terminal 400. In general, the server 300 predicts the V2X charge / discharge amount from past V2X charge / discharge data and weather data, and also obtains various settings (SOC upper limit, departure time, etc.) from the user terminal 400. Using these settings as constraints, the server 300 formulates a V2X charge / discharge plan based on electricity trading price data and DR information. For example, the V2X charge / discharge plan is formulated so that the SOC of the battery 110 does not exceed the SOC upper limit, and so that the V2X charge / discharge is completed just before the departure time of the electric vehicle 100.

[0050] Next, the server 300 predicts the temperature of the battery 110 after the V2X charge / discharge is complete (step S30). The temperature of the battery 110 is predicted as appropriate, for example, from the current temperature of the battery 110 and weather data (temperature forecast). The current temperature of the battery 110 is obtained from the electric vehicle 100.

[0051] Next, the server 300 determines whether the predicted temperature of the battery 110 is lower than a threshold (step S40). The threshold is a temperature at which the charging limit Win of the battery 110 is significantly restricted, for example, -15°C, but is not limited to this.

[0052] If the predicted temperature of the battery 110 is above a threshold (NO in step S40), the server 300 determines whether or not to start V2X charging and discharging according to the plan formulated in step S20 (step S50). The timing for starting V2X charging and discharging is determined in the planning stage of step S20 based on the departure time of the electric vehicle 100 set by the user terminal 400.

[0053] If the start time for V2X charging and discharging has not yet arrived (NO in step S50), the process returns to step S30. Then, when the start time for V2X charging and discharging arrives (YES in step S50), V2X charging and discharging is performed according to the plan formulated in step S20 (step S90).

[0054] In step S40, if it is predicted that the temperature of the battery 110 after the completion of V2X charging and discharging will be lower than a threshold (YES in step S40), the server 300 lowers the SOC upper limit of the battery 110 (step S60). The SOC upper limit is set by the user terminal 400 (or a predetermined default value if there is no user input), and the server 300 lowers the SOC upper limit from the setting by the user terminal 400. The reduction in the SOC upper limit may be by a predetermined amount (e.g., 10-15%), or it may be lowered to an SOC where the charging limit Win exceeds a threshold (e.g., 10kW) at the predicted temperature, based on the charging characteristics of the battery 110 shown in Figure 2.

[0055] Server 300 updates the V2X charge / discharge plan (step S70) when the SOC limit of battery 110 is lowered. Specifically, the V2X charge / discharge plan is re-formulated with the changed SOC limit as a constraint. As a result, the SOC of battery 110 after V2X charging is limited to the SOC limit lowered in step S60.

[0056] Subsequently, when the start time for V2X charging and discharging arrives (YES in step S80), the process moves to step S90, where V2X charging and discharging is performed according to the plan updated in step S70.

[0057] As described above, according to this embodiment, when the temperature of the battery 110 is low after V2X charging, the SOC is kept low, and therefore the limitation on regenerative power during vehicle braking is relaxed during driving after V2X charging. Thus, regenerative energy can be effectively utilized.

[0058] [Example 1] In the above embodiment, the temperature of the battery 110 after V2X charging and discharging is predicted, and if the predicted temperature is lower than a threshold, the SOC upper limit is lowered and the V2X charging and discharging plan is formulated (updated). In this modified example 1, if the charge limit Win of the battery 110 becomes smaller than a threshold due to the low predicted temperature of the battery 110, the SOC upper limit is lowered and the V2X charging and discharging plan is formulated (updated).

[0059] Figure 5 is a flowchart showing the processes executed by the server 300 in the modified example 1. This flowchart corresponds to the flowchart shown in Figure 4 in the above embodiment. The series of processes shown in this flowchart are also executed repeatedly at predetermined intervals or whenever predetermined conditions are met.

[0060] Referring to Figure 5, the processes in steps S110-S130 and S150-S170 are the same as steps S10-S30, S50, S60, and S90 in Figure 4, respectively.

[0061] In this modified example 1, in step S130, when the temperature of the battery 110 after the V2X charge / discharge is predicted, the server 300 predicts the charge limit Win for the battery 110 after the V2X charge / discharge is completed, based on the predicted temperature and the predicted SOC value of the battery 110 at the end of the V2X charge / discharge. The predicted SOC value is the target SOC due to V2X charge / discharge, or the upper limit of SOC if the upper limit of SOC is lower than the target SOC. The server 300 then determines whether the predicted value of the charge limit Win is smaller than a threshold (step S140). This threshold is set to a value of charge limit Win (e.g., several kW) that significantly limits regenerative power.

[0062] If the charge limit Win after V2X charging / discharging is above the threshold (NO in step S140), the server 300 proceeds to step S150.

[0063] On the other hand, if it is predicted that the charge limit Win after V2X charging / discharging is to be less than the threshold (YES in step S140), the process moves to step S160, and the SOC upper limit of battery 110 is lowered. In this modified example 1, when the SOC upper limit is lowered in step S160, the process returns to step S120, and the V2X charging / discharging plan is updated. Specifically, the V2X charging / discharging plan is formulated again using the changed SOC upper limit as a constraint. As a result, the SOC of battery 110 after V2X charging is limited to the SOC upper limit lowered in step S160.

[0064] As described above, in this modified version 1, when the temperature of the battery 110 is low and the charge limit Win is small after V2X charging, the SOC is kept low, and the limitation on regenerative power during vehicle braking after V2X charging is relaxed. Therefore, even with this modified version 1, regenerative energy can be effectively utilized.

[0065] [Differentiation 2] In the above embodiment, as shown in Figure 4, step S30 predicts the temperature of the battery 110 after the completion of V2X charging and discharging. However, it is also possible to predict the temperature of the battery 110 at the predicted start time of driving after V2X charging and discharging.

[0066] Figure 6 is a flowchart showing the processes executed by the server 300 in the modified example 2. This flowchart corresponds to the flowchart shown in Figure 4 in the above embodiment. The series of processes shown in this flowchart are also executed repeatedly at predetermined intervals or whenever predetermined conditions are met.

[0067] Referring to Figure 6, the processes in steps S210, S220, S240 to S290 are the same as steps S10, S20, S40 to S90 in Figure 4, respectively.

[0068] In this modified example 2, once the V2X charge / discharge plan is formulated in step S220, the server 300 predicts the temperature of the battery 110 at the scheduled start time of the electric vehicle 100 after the V2X charge / discharge is completed (step S230). The scheduled start time of the electric vehicle 100 is set by the user terminal 400 as the departure time of the electric vehicle 100.

[0069] Then, once the temperature of the battery 110 at the scheduled start time of driving is predicted, the process moves to step S240, where it is determined whether the temperature of the battery 110 at the scheduled start time of driving, as predicted in step S230, is lower than a threshold.

[0070] This modified example 2 also allows for the effective utilization of regenerative energy, similar to the embodiment and modified example 1 described above.

[0071] Although not specifically shown in the figures, in the above-described modified example 1, the predicted temperature of the battery 110 after the completion of V2X charging and discharging is used. However, as in modified example 2, the predicted temperature of the battery 110 at the predicted start time of driving after the completion of V2X charging and discharging may also be used.

[0072] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The technical scope provided herein is defined by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of symbols]

[0073] 100 Electric vehicles, 110 Batteries, 120 Drive systems, 130 Charge / discharge devices, 140, 250 Control units, 200 Customer facilities, 210 Electrical equipment, 220 Power generators, 230 Charge / discharge stations, 240 HEMS equipment, 300 Energy management servers, 310 Forecasting units, 320 Planning units, 400 User terminals, 500 Power grids.

Claims

1. A vehicle charging control device, The aforementioned vehicle is A battery that stores power for driving, A drive system configured to generate driving force for the vehicle using the power stored in the battery, and to generate regenerative power during braking of the vehicle to charge the battery, The charging device includes a charging device configured to charge the battery using an external power source from the vehicle, The charging control device is Processor and The system includes a memory for storing a program executed by the aforementioned processor, The processor, in accordance with the program, A charging plan for the battery by the charging device is created so as not to exceed the set SOC upper limit. The temperature of the battery after charging is predicted based on the charging plan, The processor is a charging control device that, when the temperature is predicted to be low, sets the SOC upper limit lower than when the temperature is predicted to be high, and creates the charging plan.

2. The charging control device according to claim 1, wherein the processor sets the SOC upper limit to a lower value and creates the charging plan when the charging power of the battery is limited to a predetermined value or less due to the decrease in temperature.

3. The charging control device according to claim 2, wherein the processor, when the charging power is limited to a predetermined value or less due to a decrease in temperature, lowers the upper limit of the SOC set by the user of the vehicle to create the charging plan.

4. The aforementioned processor, The charging plan is created such that the battery is fully charged by the set start time of the vehicle's operation. A charging control device according to any one of claims 1 to 3, which predicts the temperature of the battery at the start time of driving after charging the battery based on the charging plan.

5. A charging system used for charging vehicles, The charging equipment to which the aforementioned vehicle is connected, The vehicle is equipped with a charging control device, The aforementioned vehicle is A battery that stores power for driving, A drive system configured to generate driving force for the vehicle using the power stored in the battery, and to generate regenerative power during braking of the vehicle to charge the battery, The charging device includes a charging device configured to charge the battery by receiving power supplied from the charging equipment, The charging control device is A charging plan for the battery using the charging equipment is created so as not to exceed the set SOC upper limit. The temperature of the battery after charging is predicted based on the charging plan, The charging control device, when it predicts that the temperature will be low, sets the SOC upper limit lower than when it predicts that the temperature will be high, and creates the charging plan. The charging equipment is a charging system that performs charging of the battery according to the charging plan created by the charging control device.

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