Rechargeable battery charging system

Abstract

This invention provides a secondary battery charging system that can calculate the vehicle's driving range while charging. [Solution] The secondary battery charging system includes a controller (ECU 150) that determines the charging power when charging a secondary battery (battery 130) installed in the vehicle and calculates the vehicle's cruising range per predetermined time based on the charging power, and a display device (meter panel 162) that displays the vehicle's cruising range.

Description

Technical Field

[0001] The present disclosure relates to a charging device for a secondary battery.

Background Art

[0002] Conventionally, a vehicle cruising range calculation device that calculates the cruising range that a vehicle can travel has been known. The vehicle cruising range calculation device described in Patent Document 1 calculates the cruising range based on the power consumption rate corresponding to the average vehicle speed and the remaining capacity of the secondary battery.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, with the device described in Patent Document 1, the cruising range of the vehicle can be calculated during driving, but the cruising range of the vehicle cannot be calculated during charging.

[0005] Therefore, an object of the present disclosure is to provide a secondary battery charging system capable of calculating the cruising range of a vehicle during charging.

Means for Solving the Problems

[0006] The secondary battery charging system of the present disclosure includes a controller that obtains the charging power when charging a secondary battery mounted on a vehicle and calculates the cruising range of the vehicle per predetermined time based on the charging power, and a display device that displays the cruising range of the vehicle.

Effects of the Invention

[0007] According to the present disclosure, the cruising range of the vehicle can be calculated during charging.

Brief Description of the Drawings

[0008] [Figure 1] This figure shows the configuration of a vehicle 50 equipped with the control system according to the embodiment. [Figure 2] This is a flowchart illustrating the procedure for calculating a vehicle's remaining driving range. [Figure 3] This diagram illustrates an example of the relationship between the State of Charge (SOC) and the charging power of battery 130. [Modes for carrying out the invention]

[0009] The embodiments will be described below with reference to the drawings. Figure 1 shows the configuration of a vehicle 50 equipped with the control system according to this embodiment. The vehicle 50 is equipped with a battery 130 (secondary battery) for storing power for driving. The vehicle 50 is configured to be able to drive using the power stored in the battery 130. The vehicle 50 according to this embodiment is a battery electric vehicle (BEV).

[0010] The battery 130 is comprised of a secondary battery, such as a lithium-ion battery or a nickel-metal hydride battery.

[0011] The vehicle 50 is equipped with an electronic control unit (hereinafter referred to as "ECU (Electronic Control Unit)") 150. The ECU 150 is configured to control the charging and discharging of the battery 130.

[0012] Vehicle 50 further includes a monitoring module 131 that monitors the status of the battery 130. The monitoring module 131 includes various sensors that detect the status of the battery 130 (e.g., voltage, current, and temperature) and outputs the detection results to the ECU 150. In addition to the above sensor functions, the monitoring module 131 further has a State of Charge (SOC) estimation function, a State of Health (SOH) estimation function, a cell voltage equalization function, a diagnostic function, and a communication function. The ECU 150 can obtain the status of the battery 130 (e.g., temperature, current, voltage, SOC, and internal resistance) based on the output of the monitoring module 131.

[0013] The EVSE (Electric Vehicle Supply Equipment) 40 corresponds to the external power supply equipment for the vehicle 50. The EVSE 40 unit has a built-in power supply circuit 41. A charging cable 42 is connected to the EVSE 40 unit.

[0014] The vehicle 50 is equipped with an inlet 110 and a charger / discharger 120 for contact charging. The inlet 110 is configured to receive power supplied from outside the vehicle 50. The inlet 110 is configured to accept a connector 43 of a charging cable 42. The vehicle 50 enters a plugged-in state when the connector 43 of the charging cable 42, which is connected to the main body of the EVSE 40, is connected (plugged in) to the inlet 110 of the vehicle 50.

[0015] The EVSE40 according to this embodiment is an AC-type power supply system that supplies alternating current power. As will be described in detail later, the EVSE40 is compatible with reverse power flow. Although Figure 1 shows only the inlet 110 and charger / discharger 120 corresponding to the power supply system of the EVSE40, the vehicle 50 may be equipped with multiple inlets to accommodate multiple types of power supply systems (for example, AC and DC systems).

[0016] The charger / discharger 120 is located between the inlet 110 and the battery 130. The charger / discharger 120 includes a relay that switches between connecting and disconnecting the power path from the inlet 110 to the battery 130, and a power conversion circuit (neither of which are shown). The power conversion circuit is configured to perform bidirectional AC / DC conversion. The power conversion circuit is configured to convert the AC power supplied from the EVSE 40 into DC power and output it to the battery 130, and to convert the DC power supplied from the battery 130 into AC power and output it to the inlet 110. For example, a bidirectional inverter can be used as the power conversion circuit.

[0017] The vehicle 50 further includes a monitoring module 121 that monitors the status of the charger / discharger 120. The monitoring module 121 includes various sensors that detect the status of the charger / discharger 120 and outputs the detection results to the ECU 150. In this embodiment, the monitoring module 121 is configured to detect the voltage and current input to the power conversion circuit and the voltage and current output from the power conversion circuit.

[0018] In the plugged-in vehicle 50, external charging (i.e., charging the battery 130 with power supplied from outside the vehicle 50) and external power supply (i.e., supplying power from the vehicle 50 to the outside) are possible. Power for external charging is supplied, for example, from the EVSE 40 to the inlet 110. The charger / discharger 120 is configured to convert the power received by the inlet 110 into power suitable for charging the battery 130 and output the converted power to the battery 130. Power for external power supply is supplied from the battery 130 to the charger / discharger 120. The charger / discharger 120 is configured to convert the power supplied from the battery 130 into power suitable for external power supply and output the converted power to the inlet 110. When either external charging or external power supply is performed, the relay of the charger / discharger 120 is set to a closed state (connected state), and when neither external charging nor external power supply is performed, the relay of the charger / discharger 120 is set to an open state (disconnected state).

[0019] The ECU 150 is configured to include a processor 151, a RAM (Random Access Memory) 152, and a storage device 153. The ECU 150 may be a computer. The processor 151 may be a CPU (Central Processing Unit). The RAM 152 functions as a working memory that temporarily stores data processed by the processor 151. The storage device 153 is configured to be able to store the stored information. The storage device 153 includes, for example, a ROM (Read Only Memory) and a rewritable non-volatile memory. In addition to programs, information used in the programs (such as maps, mathematical formulas, and various parameters) are stored in the storage device 153. In this embodiment, by the processor 151 executing the programs stored in the storage device 153, various controls in the ECU 150 are executed. However, the various controls in the ECU 150 are not limited to being executed by software and can also be executed by dedicated hardware (electronic circuits). Note that the number of processors included in the ECU 150 is arbitrary, and a processor may be prepared for each predetermined control.

[0020] The vehicle 50 further includes a driving drive unit 140, an input device 161, a meter panel 162, a navigation system (hereinafter referred to as "NAVI") 170, a communication device 180, and drive wheels W. Note that the drive mode of the vehicle 50 is not limited to the front-wheel drive shown in FIG. 1 and may be rear-wheel drive or four-wheel drive.

[0021] The traveling drive unit 140 includes a PCU (Power Control Unit) and an MG (Motor Generator) not shown in the figure, and is configured to drive the vehicle 50 using the electric power stored in the battery 130. The PCU includes, for example, an inverter, a converter, and a relay (hereinafter referred to as "SMR (System Main Relay)") (none of which are shown in the figure). The PCU is controlled by the ECU 150. The MG is, for example, a three-phase AC motor generator. The MG is driven by the PCU and is configured to rotate the drive wheels W. The PCU drives the MG using the electric power supplied from the battery 130. Further, the MG is configured to perform regenerative power generation and supply the generated electric power to the battery 130. The SMR is configured to switch the connection / disconnection of the power path from the battery 130 to the MG. The SMR is in a closed state (connected state) during the traveling of the vehicle 50.

[0022] The meter panel 162 (display device) is configured to display information about the vehicle 50. The meter panel 162 displays various information about the vehicle 50 measured by various sensors mounted on the vehicle 50, for example. The information displayed on the meter panel 162 may include at least one of the outside air temperature, the traveling speed of the vehicle 50, the SOC of the battery 130, the electricity cost of the vehicle 50, and the traveling distance of the vehicle 50. The meter panel 162 may be a touch panel display. The meter panel 162 is controlled by the ECU 150.

[0023] The charging system 200 of the secondary battery includes, for example, the ECU 150 and the meter panel 162.

[0024] Figure 2 is a flowchart showing the procedure for calculating the cruising range of the vehicle 50. In step S101, the ECU 150 acquires the SOC of the battery 130 from the monitoring module 131 before the start of charging of the battery 130.

[0025] In step S102, the ECU 150 determines the charging power (charging output) of the battery 130 during charging. Specifically, the ECU 150 determines the charging power (charging output) of the battery 130 within the range of the battery 130's State of Charge (SOC) before charging begins. For example, the ECU 150 can determine the charging power of the battery 130 during charging based on the relationship between the SOC and the charging power of the battery 130 as shown in Figure 3.

[0026] In step S103, the ECU 150 predicts the amount of charge (CV) of the battery 130 per predetermined time (T) from the charging power (P) of the battery 130. For example, the ECU 150 may use the product of P and T as CV. Alternatively, the ECU 150 may use a table that represents CV for combinations of P and T.

[0027] In step S104, the ECU 150 calculates the cruising range of the vehicle 50 per predetermined time from the amount of charge of the battery 130 per predetermined time. For example, the ECU 150 may calculate the cruising range of the vehicle 50 per predetermined time based on a table showing the correspondence between the amount of charge of the battery 130 per predetermined time and the cruising range of the vehicle 50 per predetermined time. Alternatively, the ECU 150 may determine the cruising range of the vehicle 50 per predetermined time by multiplying the amount of charge of the battery 130 per predetermined time by a predetermined constant.

[0028] In step S105, the ECU 150 displays the remaining driving range of the vehicle 50 per predetermined time on the meter panel 162.

[0029] According to this embodiment, the amount of charge and the driving range based on that charge can be calculated and displayed from the charging power during battery charging. By calculating the driving range based on the charging power and charging time during charging and notifying the user, the user can change the charging time, etc.

[0030] Furthermore, it is recommended to charge and operate the vehicle within its optimal SOC (State of Charge) range. For example, even with the same ΔSOC of 20% (at normal temperature), (1) the charging time is approximately 10 minutes when the SOC is between 40% and 60%, and (2) the charging time is approximately 30 minutes when the SOC is between 80% and 100%. If the driving range with a capacity of ΔSOC of 20% is 100km, then by setting (1) 100km / 10 minutes and (2) 33km / 10 minutes, it is possible to recommend that users charge within the range of (1).

[0031] In the above embodiment, the ECU 150 determines the amount of charge of the battery 130 per predetermined time from the charging power, and then determines the cruising range of the vehicle 50 per predetermined time from the amount of charge of the battery 130 per predetermined time. However, it is not limited to this. The ECU 150 may also directly determine the cruising range of the vehicle 50 per predetermined time from the charging power by referring to a table.

[0032] Furthermore, in the above embodiment, the ECU 150 determined the charging power of the battery 130 from the State of Charge (SOC) before charging of the battery 130 began, but it is not limited to this. The ECU 150 may also determine the charging power of the battery 130 from the current and voltage during charging of the battery 130.

[0033] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than by the foregoing description, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of symbols]

[0034] 41 Power circuit, 42 Charging cable, 43 Connector, 50 Vehicle, 110 Inlet, 120 Charger / Discharger, 121, 131 Monitoring module, 130 Battery, 140 Drive unit, 151 Processor, 152 RAM, 153 Storage device, 161 Input device, 162 Instrument panel, 180 Communication equipment, 200 Charging system.

Claims

1. A controller that determines the charging power when charging a secondary battery installed in a vehicle, and calculates the vehicle's cruising range per predetermined time based on the charging power, A charging system for a secondary battery, comprising a display device that shows the driving range of the vehicle.

2. The secondary battery charging system according to claim 1, wherein the controller determines the charging power during charging of the secondary battery from the state of charge (SOC) before charging of the secondary battery begins.

3. The secondary battery charging system according to claim 1, wherein the controller predicts the amount of charge of the secondary battery per predetermined time based on the charging power, and calculates the cruising range of the vehicle per predetermined time from the predicted amount of charge.

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