Vehicle charging control device and charging system

Abstract

The present invention provides a vehicle charging control device and charging system that can suppress a significant decrease in driving performance when a vehicle is driven 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 creates a V2X charge / discharge plan for the battery 110 by the charge / discharge device 130 so that the battery 110's State of Charge (SOC) becomes the target SOC. The server 300 predicts the temperature of the battery 110 during the next V2X charge / discharge by the charge / discharge device 130. If the server 300 predicts that the temperature of the battery 110 during the next V2X charge / discharge will be low, it sets a higher target SOC than if the temperature is predicted to be 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 source (external charging) and runs by a motor generator using the power stored in the battery. In this vehicle, as the temperature of the battery decreases, 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, at low temperatures, in order to decrease the charging current of the battery, external charging takes time and there is a possibility that the battery cannot be fully charged. If the battery is not fully charged and the SOC (State Of Charge) is low, the output of the battery is suppressed. Also, the output of the battery itself is suppressed even at low temperatures. Therefore, at low temperatures, during running after external charging (for example, after starting to run), the output of the battery is significantly suppressed and there is a possibility that the running performance of the vehicle is greatly reduced.

[0005] This disclosure was made to solve the aforementioned problems, and the purpose of this disclosure is to provide a vehicle charging control device and charging system that can suppress a significant decrease in driving performance when the vehicle is driven 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. 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 that the battery's State of Charge (SOC) becomes a target SOC according to the program, and predicts the temperature of the battery at the next time the battery is charged by the charging device. If the processor predicts that the temperature of the battery at the next time will be low, it creates a charging plan with a higher target SOC than if the temperature is predicted to be high.

[0007] In this charging control system, a charging plan is created so that the battery's State of Charge (SOC) reaches the target SOC. The battery temperature at the next charging session is predicted, and if the predicted temperature is low, the charging plan is created with a higher target SOC than if the predicted temperature were high. As a result, the SOC is increased during the current charge based on the charging plan, so even if the amount of charge at the next charge is reduced due to low temperatures, the SOC after the next charge can be ensured. Therefore, it is possible to suppress a significant decrease in driving performance after the next external charge.

[0008] The processor may create a charging plan with a higher target SOC if the battery's discharge power is limited to below a predetermined value due to a decrease in battery temperature.

[0009] The processor may create a charging plan by increasing the target SOC set by the vehicle user when the discharge power is limited to below a predetermined value due to a decrease in battery temperature.

[0010] The processor may also predict the battery temperature during the next charging cycle by the charging device. The processor may create a charging plan such that the battery is fully charged by the set vehicle start time, and may also predict the battery temperature at the start time of the next charge by the charging device.

[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 the charging device. The drive unit is configured to generate driving force for the vehicle using the power stored in the battery. 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 that the battery's State of Charge (SOC) becomes a target SOC, and predicts the battery temperature at the next time the battery is charged by the charging facility. If the battery temperature is predicted to be low, the charging control device creates a charging plan with a higher target SOC than if the temperature is predicted to be high. The charging facility performs charging of the battery according to the charging plan created by the charging control device. [Effects of the Invention]

[0012] The vehicle charging control device and charging system of this disclosure make it possible to suppress a significant decrease in driving performance 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 discharge characteristics of the battery. [Figure 3]A diagram showing a timing chart when the target SOC is changed. [Figure 4] A flowchart showing the processing executed by the server regarding V2X charging and discharging. [Figure 5] A flowchart showing the processing executed by the server of Modification Example 1. [Figure 6] A flowchart showing the processing executed by the server of Modification Example 2.

Modes for Carrying Out the Invention

[0014] Hereinafter, embodiments of the present disclosure will be described in detail while referring 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 consumer 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 consumer facility 200. Hereinafter, the power exchange between the electric vehicle 100 and the consumer 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 consumer 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, and the like.

[0018] The electric vehicle 100 is a vehicle that can run using the electric power stored in the battery, such as a battery electric vehicle (BEV), a plug-in hybrid electric vehicle (PHEV), 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 the electric power for generating the 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 the regenerative electric power generated by the drive device 120 when the vehicle brakes.

[0020] Furthermore, the battery 110 can be electrically connected to a charge / discharge stand 230 (described later) provided in the customer facility 200 through the charge / discharge device 130, and can exchange electric power with the charge / discharge stand 230 (customer 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 are 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. When the electric vehicle 100 brakes, 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 this embodiment, weather data for the following day and beyond (at least until the day after that) is acquired. 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, etc., from the user terminal 400. These settings will be applied to each V2X charging and discharging unless changed. 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 charge its battery 110 using power supplied from the charge / discharge station 230 of the customer facility 200 (V2X charging). However, at low temperatures, the charging current to the battery 110 is reduced for battery protection, which can cause V2X charging to take longer and potentially prevent the battery 110 from being fully charged. If the battery 110 is not fully charged and its State of Charge (SOC) is low, the output of the battery 110 will be suppressed. Furthermore, the output of the battery 110 itself is suppressed even at low temperatures. Therefore, at low temperatures, the output of the battery 110 may be significantly suppressed during driving after V2X charging (for example, after starting to drive), potentially leading to a significant decrease in the driving performance of the electric vehicle 100.

[0038] Figure 2 shows the discharge characteristics of battery 110. In Figure 2, the horizontal axis represents the temperature of battery 110, and the vertical axis represents the state of charge (SOC) of battery 110.

[0039] Referring to Figure 2, lines L1 to L8 show contour lines of the discharge limit Wout (kW), which indicates the upper limit of the discharge power of the battery 110, with Wout decreasing sequentially from line L1 to line L8. The discharge limit Wout is provided from the standpoint of battery protection, and the current of the battery 110 is controlled so that the discharge power of the battery 110 does not exceed the discharge limit Wout.

[0040] Lines L1 to L8 show the discharge limit Wout for each temperature and SOC of the battery 110. As shown in the figure, the lower the temperature of the battery 110 and the lower the SOC of the battery 110, the smaller the discharge limit Wout becomes. In other words, when the SOC is low at low temperatures, the discharge limit Wout is greatly restricted.

[0041] Thus, at low temperatures (especially cryogenic temperatures), the discharge limit Wout decreases. Also, although not specifically shown in the diagram, at low temperatures, the charge limit Win (kW), which indicates the upper limit of the charging power of battery 110, also decreases. Therefore, battery 110 may not be sufficiently charged by V2X charging, and the State of Charge (SOC) may remain low even after V2X charging. Consequently, at low temperatures, the discharge limit Wout is significantly restricted. When the discharge limit Wout is significantly restricted, the driving performance of the electric vehicle 100 deteriorates considerably. This situation can occur when V2X charging is performed at low temperatures.

[0042] Therefore, in this embodiment, when formulating the V2X charge / discharge plan (for the current cycle), the temperature of the battery 110 during the next V2X charge / discharge is predicted. If the predicted temperature falls below a threshold, and the discharge limit Wout for the next V2X charge / discharge is significantly limited (for example, to tens of kW or less), the target SOC of the battery 110 from the current V2X charge / discharge is increased. In this embodiment, as described above, the target SOC for V2X charge / discharge is set by the user from the user terminal 400, and the target SOC set by the user is increased. For example, using the relationship shown in Figure 2, the target SOC is increased to such that the discharge limit Wout exceeds a predetermined value (for example, tens of kW) at the predicted temperature.

[0043] Figure 3 shows a timing chart for when the target SOC 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, since it is nighttime, electricity prices are low and the load on electrical equipment 210 at the customer facility 200 is also low, so a V2X charging plan is formulated to charge battery 110.

[0044] The V2X charge / discharge plan is formulated before the V2X charge / discharge begins. As described above, the planning unit 320 of the server 300 formulates the V2X charge / discharge plan from the charge / discharge amount predicted by the prediction unit 310, the set values ​​from the user terminal 400 (departure time, target SOC, SOC upper limit, etc.), power trading price data, and DR information. The following describes the formulation of the V2X charge plan indicated as "this time" in Figure 3.

[0045] The planning unit 320 plans the V2X charging period 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 during the next V2X charging (during and after charging) is predicted, and if the predicted temperature falls below a threshold, the target SOC set by the user is raised from the user terminal 400. The threshold is a temperature at which the discharge limit Wout of the battery 110 is greatly 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 discharge limit Wout falls below the allowable lower limit (e.g., several tens of kW) at a predetermined SOC value (e.g., 20%). Regarding raising the target SOC, a predetermined amount (e.g., 10-15%) may be added to the target SOC set by the user, or the target SOC may be raised to an SOC at which a discharge limit Wout (e.g., several tens of kW) that can ensure minimum driving performance at the predicted temperature is obtained.

[0046] The planning unit 320 then uses the increased target SOC as a constraint (so that the SOC at the end of V2X charging becomes the target SOC) to formulate (update) the V2X charging plan (for the current charge). The V2X charging (for the current charge) is then executed according to the updated plan. As a result, if the next V2X charging is expected to take place at low temperatures, the SOC after the current V2X charging will be increased, so that even if the amount of charge from the next V2X charging decreases due to the low temperatures, the SOC after the next V2X charging can be secured. Therefore, it is possible to suppress a significant decrease in driving performance during driving after the next V2X charging.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] When the connector is connected to the inlet (YES in step S10), the server 300 formulates a V2X charge / discharge plan (for the current session) (step S20). This process includes setting the target SOC and departure time of the electric vehicle 100 from the user terminal 400. In general, the server 300 predicts the amount of V2X charge / discharge from past V2X charge / discharge data and weather data, and also obtains various settings (target SOC, 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 at the end of the V2X charge / discharge is the target SOC, and so that the V2X charge / discharge ends just before the departure time of the electric vehicle 100.

[0051] Next, the server 300 predicts the temperature of the battery 110 during the next V2X charge / discharge (during / after charging / discharging) (step S30). "Next" refers to the V2X charge / discharge following the V2X charge / discharge (current) for which the plan is formulated in step S20. The timing of the next V2X charge / discharge is predicted, for example, from the departure time set from the user terminal 400 and past V2X charge / discharge performance. The temperature of the battery 110 is predicted appropriately, for example, from the correlation with the temperature during past V2X charge / discharge and acquired weather data (temperature forecast).

[0052] Next, the server 300 determines whether the temperature of the battery 110 predicted in step S30 is lower than a threshold (step S40). The threshold is a temperature at which the discharge limit Wout of the battery 110 is significantly limited, for example, -15°C, but is not limited to this.

[0053] 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.

[0054] 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).

[0055] In step S40, if it is predicted that the temperature of the battery 110 during the next V2X charge / discharge (during / after charging / discharging) will be lower than a threshold (YES in step S40), the server 300 increases the target SOC of the battery 110 (step S60). The target SOC is set by the user terminal 400 (or a predetermined default value if there is no user input), and the server 300 increases the target SOC from the setting by the user terminal 400. The increase in the target SOC may be by a predetermined amount (e.g., 10-15%), or, based on the discharge characteristics of the battery 110 shown in Figure 2, the target SOC may be increased to an SOC where the discharge limit Wout exceeds a threshold (e.g., several tens of kW) at the predicted temperature.

[0056] Server 300 updates the V2X charge / discharge plan (for the current session) when the target SOC of battery 110 is increased (step S70). Specifically, the V2X charge / discharge plan is revised using the changed target SOC as a constraint. As a result, the SOC of battery 110 after the V2X charge (this session) is increased to the target SOC that was raised in step S60.

[0057] 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.

[0058] As described above, according to this embodiment, when the next V2X charge is expected to be performed at low temperatures, the SOC after the current V2X charge is increased. Therefore, even if the amount of charge from the next V2X charge decreases at low temperatures, the SOC after the next V2X charge can be ensured. Consequently, a significant decrease in driving performance during driving after the next V2X charge can be suppressed.

[0059] [Example 1] In the above embodiment, the temperature of the battery 110 after the next V2X charge / discharge is predicted, and if the predicted temperature is lower than a threshold, the target SOC is increased and the V2X charge / discharge plan (for the current cycle) is formulated (updated). In this modified example 1, if the discharge limit Wout of the battery 110 becomes smaller than a threshold due to the low predicted temperature of the battery 110, the target SOC is increased and the V2X charge / discharge plan (for the current cycle) is formulated (updated).

[0060] 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.

[0061] 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.

[0062] In this modified example 1, in step S130, when the temperature of the battery 110 during the next V2X charge / discharge (during / after charging / discharging) is predicted, the server 300 predicts the discharge limit Wout of the battery 110 after the next V2X charge / discharge is completed, based on the predicted temperature and the predicted SOC value of the battery 110 at the end of the next 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 discharge limit Wout is smaller than a threshold (step S140). This threshold is set to a discharge limit Wout value (e.g., several tens of kW) that would significantly limit the vehicle's driving performance.

[0063] If the discharge limit Wout after the next V2X charge / discharge cycle is above the threshold (NO in step S140), the server 300 proceeds to step S150.

[0064] On the other hand, if it is predicted that the discharge limit Wout after the next V2X charge / discharge will be less than the threshold (YES in step S140), the process moves to step S160, and the target SOC of battery 110 is increased. In this modified example 1, when the target SOC is increased in step S160, the process returns to step S120, and the V2X charge / discharge plan (for the current charge) is updated. Specifically, the V2X charge / discharge plan is formulated again using the changed target SOC as a constraint. As a result, the SOC of battery 110 after the V2X charge (for the current charge) is increased to the target SOC increased in step S160.

[0065] As described above, in this modified version 1, if the temperature of the battery 110 is expected to be low during the next V2X charge, and the discharge limit Wout after the next V2X charge is expected to be small, the SOC is increased during the current V2X charge, so that the SOC after the next V2X charge can be secured. Therefore, even with this modified version 1, it is possible to suppress a significant decrease in driving performance during driving after V2X charging.

[0066] [Differentiation 2] In the above embodiment, as shown in Figure 4, step S30 predicts the temperature of the battery 110 during the next V2X charge / discharge (during / after charging / discharging). However, it is also possible to predict the temperature of the battery 110 at the predicted start time of driving after the next V2X charge / discharge.

[0067] 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.

[0068] 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.

[0069] In this modified example 2, once the V2X charge / discharge plan (for the current cycle) 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 next V2X charge / discharge (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.

[0070] 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 after the next V2X charge / discharge, as predicted in step S230, is lower than a threshold.

[0071] This modified version 2, like the embodiment and modified version 1 described above, can suppress a significant decrease in driving performance during driving after V2X charging.

[0072] Although not specifically shown in the diagrams, in the above-described Modification 1, the temperature of the battery 110 during the next V2X charge / discharge (during / after charging / discharging) is predicted. However, as in Modification 2, the temperature of the battery 110 at the predicted start time of driving after the next V2X charge / discharge may also be predicted.

[0073] 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]

[0074] 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 unit configured to generate the driving force of the vehicle using the power stored in 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 is created by the charging device so that the State of Charge (SOC) of the battery becomes the target SOC. The temperature of the battery at the next time the battery is charged by the charging device is predicted, The processor is a charging control device that, when the temperature is predicted to be low, sets the target SOC higher than when the temperature is predicted to be high to create the charging plan.

2. The charging control device according to claim 1, wherein the processor increases the target SOC and creates the charging plan when the discharge 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 discharge power is limited to below a predetermined value due to the decrease in temperature, raises the target SOC set by the user of the vehicle and creates the charging plan.

4. The charging control device according to any one of claims 1 to 3, wherein the processor predicts the temperature of the battery during the next charging by the charging device.

5. 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 the next charging by the charging device.

6. 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 unit configured to generate the driving force of the vehicle using the power stored in 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 that the State of Charge (SOC) of the battery becomes the target SOC. The temperature of the battery at the next time it is charged by the charging equipment is predicted, The charging control device, when it is predicted that the temperature will be low, creates the charging plan by setting the target SOC higher than when it is predicted that the temperature will be high. 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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