Charge control device, mobile object, charge control system, and charge control method

Abstract

To provide a charging control device, a charging control system, a charging control method, and a mobile object provided with the charging control device and the battery, which achieve both a reduction in electricity charges and suppression of deterioration of the battery.SOLUTION: A charging control device 10 obtains a present SOC and a target SOC of a battery 12 and the electricity price per unit power of charging equipment 18, then, considers the electricity price and compares the present SOC and the target SOC, and then, sets a charging schedule that makes a degree of acceleration of deterioration of the battery 12 lower.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a charge control device, a charge control system, and a charge control method for controlling charging of a battery from an external power supply, and to a mobile object equipped with a battery. [Background technology]

[0002] Patent Document 1 discloses that when the date and time of the next travel of an electric vehicle is set, the battery mounted on the electric vehicle is charged from an external power source during a low-cost time period immediately prior to the date and time of the next travel.

[0003] Patent Document 2 discloses that a primary charge is performed on an electric vehicle battery until it reaches just before a middle SOC range so as to shorten the time the battery spends in the SOC range and temperature range where deterioration is likely to occur during charging between the time charging starts and the time charging is completed, and that a secondary charge is then performed so that the battery is fully charged by the time charging is completed. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2012-186906 A [Patent Document 2] JP 2019-154167 A Summary of the Invention [Problem to be solved by the invention]

[0005] Thus, Patent Document 1 discloses battery charging control that takes into account electricity charges. Patent Document 2 discloses battery charging control that takes into account battery degradation due to the SOC state. However, neither of these patent documents discusses controlling battery charging that takes into account both electricity charges and battery degradation.

[0006] An object of the present invention is to provide a charge control device, a charge control system, a charge control method, and a mobile body equipped with a charge control device and a battery, which realize both a reduction in electricity charges and suppression of battery deterioration. [Means for solving the problem]

[0007] A charge control device according to one embodiment of the present invention is a charge control device that controls charging of a battery from an external power source, and includes a current SOC acquisition unit that acquires a current SOC of the battery, a target SOC acquisition unit that acquires a target SOC, an electricity rate acquisition unit that acquires the electricity rate per unit power of the external power source, and a charge schedule setting unit that takes into account the electricity rate and compares the current SOC with the target SOC to set a charge schedule for the battery that reduces the degree of accelerated deterioration of the battery.

[0008] A mobile object according to another aspect of the present invention includes the above-mentioned charge control device and a battery.

[0009] A charge control system according to still another aspect of the present invention includes the charge control device described above and a battery.

[0010] A charge control method according to yet another aspect of the present invention is a charge control method for controlling charging to a battery from an external power source, comprising the steps of: a current SOC acquisition unit acquiring a current SOC of the battery; a target SOC acquisition unit acquiring a target SOC of the battery; an electricity rate acquisition unit acquiring an electricity rate per unit power of the external power source; and a charge schedule setting unit taking into account the electricity rate and comparing the current SOC with the target SOC to set a charge schedule for the battery that reduces the degree of accelerated deterioration of the battery. Effect of the Invention

[0011] According to the present invention, a battery charging schedule is set taking into consideration both the electricity fee and the deterioration characteristics of the battery before and after charging (ease of battery deterioration). Therefore, by charging the battery from an external power source according to this charging schedule, it is possible to reduce the electricity fee while suppressing battery deterioration. [Brief description of the drawings]

[0012] [Figure 1] 1 is a block diagram of a charging control system including a charging control device and a vehicle according to an embodiment of the present invention. [Diagram 2] FIG. 1 is an explanatory diagram illustrating the concept of the present embodiment. [Diagram 3] FIG. 11 is a diagram showing the relationship between SOC and the degree of accelerated deterioration of a battery. [Figure 4] 4A and 4B are diagrams showing the relationship between the degree of accelerated deterioration and electricity charges. [Diagram 5] FIG. 13 is a diagram showing the time course of an evaluation function (evaluation value). [Figure 6] 4 is a flowchart of charging control. [Figure 7] 4 is a flowchart of charging control. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A charge control device, a mobile object, a charge control system, and a charge control method according to the present invention will be described in detail below with reference to preferred embodiments and the accompanying drawings.

[0014] [1. Schematic configuration of this embodiment] 1 is a block diagram of a charge control system 14 including a charge control device 10 and a battery 12 according to this embodiment. The charge control system 14 includes a vehicle 16 as a moving body equipped with the battery 12, a charging facility 18 as an external power source, a management server 20, and a smart device 22 as an information and communication device used by a user of the vehicle 16 including the battery 12. In the following description, a case will be described in which the management server 20 functions as the charge control device 10 that controls charging from the charging facility 18 outside the vehicle 16 to the battery 12 inside the vehicle 16.

[0015] In this embodiment, the mobile body may be any object that can move (drive) by power supply from the battery 12. Therefore, this embodiment is applicable to various mobile bodies such as various vehicles, such as two-wheeled, three-wheeled, and four-wheeled vehicles, flying objects such as aircraft, and ships. In addition, this embodiment is not limited to mobile bodies, but can also be applied to charging control of the battery 12 in various devices that are driven by power supply from the battery 12.

[0016] In this embodiment, a case will be described in which the battery 12 is charged from the charging facility 18 by a plug-in method as shown in Fig. 1. In this embodiment, the battery 12 can also be charged from the charging facility 18 by a contactless power supply method.

[0017] Furthermore, when the moving body is a vehicle 16, the vehicle 16 includes an electric vehicle that runs on power supplied from the battery 12, and a hybrid vehicle equipped with a motor and an internal combustion engine that are driven by power supplied from the battery 12.

[0018] Furthermore, the charging control device 10 that controls the charging of the battery 12 from the charging facility 18 is not limited to the management server 20, and an ECU (not shown) in the vehicle 16 may perform the function of the charging control device 10. Alternatively, a smart device 22 may perform the function of the charging control device 10.

[0019] The vehicle 16 includes a battery 12, a charging implementation unit 24, an in-vehicle display 26, a communication control unit 28, and a charging port 30. The charging facility 18 is, for example, a charging facility installed on the premises of a user's home of the vehicle 16. When the vehicle 16 is on the premises, the user inserts a charging connector 34 (charging gun) provided at the tip of a cable 32 extending from the charging facility 18 into the charging port 30 to enable charging of the battery 12 from the charging facility 18. When the charging connector 34 is connected to the charging port 30, the charging implementation unit 24 charges the battery 12 from the charging facility 18 in accordance with control from the management server 20. In addition, the charging implementation unit 24 can obtain various information related to the vehicle 16 including the battery 12 (for example, the SOC of the battery 12, the temperature of the battery 12 (hereinafter referred to as the battery temperature), and the outside air temperature of the vehicle 16) using various sensors.

[0020] The in-vehicle display 26 is a navigation device or the like provided in the vehicle 16. Therefore, the in-vehicle display 26 can display various information as images and output the information as sound. The in-vehicle display 26 also includes an operation unit such as a touch panel that accepts operation inputs from the user.

[0021] The communication control unit 28 is capable of transmitting and receiving information via wireless communication between the management server 20 and the smart device 22. For example, the communication control unit 28 receives instructions related to charging control of the battery 12 from the management server 20 and outputs the instructions to the charging implementation unit 24, and also transmits various information related to the battery 12 acquired by the charging implementation unit 24 to the management server 20.

[0022] The management server 20 has a communication unit 36, a control unit 38 (a current SOC acquisition unit, a target SOC acquisition unit, an electricity fee acquisition unit, a charging schedule setting unit, a planned driving time acquisition unit, a deterioration acceleration degree acquisition unit, and an evaluation value acquisition unit), and a storage unit 42 including an electricity fee table holding unit 39 and a vehicle history holding unit 40. The control unit 38 is the CPU of the management server 20, and functions as a charging plan determination unit 44 that sets a charging schedule from the charging facility 18 to the battery 12, by reading and executing a program stored in the storage unit 42, which is a non-volatile storage medium. Specific functions of the charging plan determination unit 44 will be described later.

[0023] The communication unit 36 ​​can transmit and receive information between the communication control unit 28 of the vehicle 16 and the smart device 22 by wireless communication. The communication unit 36 ​​receives, for example, various information related to the vehicle 16 (for example, the SOC and battery temperature of the battery 12, and the outside air temperature of the vehicle 16) from the communication control unit 28. The communication unit 36 ​​can also receive information on the electricity rate per unit of power of the charging facility 18 (rate plan, function of electricity rate over time (electricity rate function)) from the electric power company with which the user has a contract, or an electric power aggregator that mediates between the user and the electric power company. The received rate plan of the charging facility 18 is stored in the electricity rate table storage unit 39. Therefore, the electricity rate table storage unit 39 stores an electricity rate table based on the user's contract. Alternatively, in the case of a variable tariff rate contract in which the electricity rate varies by a predetermined minute depending on the supply and demand balance of electricity each day, the communication unit 36 ​​periodically communicates with the electric power company or the electric power aggregator, and the electricity rate table in the electricity rate table storage unit 39 is automatically updated.

[0024] The smart device 22 includes a communication unit 46, a display unit 48, and an operation unit 50. The communication unit 46 is capable of transmitting and receiving information via wireless communication between the communication unit 36 ​​of the management server 20 and the communication control unit 28 of the vehicle 16. The display unit 48 displays various types of information as images. The operation unit 50 is a touch panel or the like that accepts operational inputs from the user.

[0025] [2. Concept of charging control in this embodiment] Next, the concept of the charge control of the battery 12 according to this embodiment will be described with reference to Fig. 2 to Fig. 4B. In the charge control of this embodiment, a charge schedule for the battery 12 is set in consideration of a rate plan and the deterioration characteristics (qualitative ease of deterioration of the battery 12) of the battery 12 (see Fig. 1) before and after charging. Then, in the charge control, the battery 12 is charged from the charging facility 18 according to the set charge schedule, thereby reducing electricity charges and suppressing deterioration of the battery 12.

[0026] Fig. 2 is an explanatory diagram showing the concept of charging control in this embodiment. Here, a case will be described in which the battery 12 is charged from the charging facility 18 during a time period from when the vehicle 16 (see Fig. 1) driven by the user returns home until the user drives the vehicle 16 and departs from home. Also, here, as an example, a case will be described in which the electricity rate contract type (high rate → low rate → intermediate rate) changes the electricity rate according to the time period. Note that this embodiment can also be easily applied to a variable tariff contract type in which the electricity rate per unit power (hereinafter also referred to as the electricity rate unit price) changes flexibly in 30-minute increments depending on the supply and demand balance of electricity each day.

[0027] As described above, in the methods of Patent Documents 1 and 2, the battery 12 is charged so that it is fully charged before the scheduled time when the vehicle 16 departs from home (hereinafter referred to as the scheduled departure time t_start (scheduled driving time)). However, in the conventional methods, the battery 12 may deteriorate more after charging is completed than before charging started. Also, by taking into account the rate plan, it is possible to reduce electricity charges by charging the battery 12 during a time period when the rate is low.

[0028] FIG. 3 shows the relationship between the SOC of the battery 12 (see FIG. 1) and the degree of acceleration of battery 12 degradation. In FIG. 3, in the region where the SOC is 50% or less, the degree of acceleration of battery 12 degradation increases as the SOC increases. Also, in the region where the SOC is 50% or more and 70% or less, the degree of acceleration of battery 12 degradation decreases as the SOC increases. Further, in the region where the SOC is 70% or more, the degree of acceleration of battery 12 degradation increases as the SOC increases.

[0029] Note that the degree of acceleration of battery 12 degradation changes strictly depending on the battery temperature. In FIG. 3, as an example, the degree of acceleration of battery 12 degradation when the battery temperature is Tb1, Tb2 (Tb1 < Tb2) is illustrated.

[0030] Therefore, depending on the value of the SOC, the degradation of the battery 12 may be accelerated. For example, in FIG. 3, when the SOC is around 50% and 90% or more, the degree of acceleration of battery 12 degradation is large. Therefore, when the battery 12 is charged with the SOC having a large degree of acceleration of degradation as the target value (target SOC), after the charging is completed, the degradation of the battery 12 is likely to be accelerated.

[0031] For example, in "Condition 1" of FIG. 2, after the vehicle 16 (see FIG. 1) returns home, the battery 12 is not charged for a certain period of time, and then the battery 12 is charged in the time period after time tcs1 among the time periods with cheap electricity rates. In this case, the battery capacity (SOH) of the battery 12 may decrease due to self-discharge degradation over a certain period of time. However, if the SOC immediately after returning home is about 20%, the self-discharge degradation progresses relatively slowly even without charging for a certain period of time. In Condition 1, after a certain period of time, in the time period after time tcs1, the SOC is charged from about 20% to about 70%. In this case, the degree of acceleration of degradation at SOC of 70% is larger than the degree of acceleration of degradation at 20%. Therefore, when the charging of the battery 12 is completed at SOC of 70%, the amount of decrease in SOH becomes relatively large due to self-discharge degradation. That is, in the case of Condition 1, the battery 12 is more likely to degrade after the charging is completed than before the charging starts.

[0032] Moreover, in "Condition 2" in FIG. 2, after the vehicle 16 returns home, the battery 12 is charged from time tcs2 in the early time slot of the cheaper rate time slot. In condition 2, the SOC before charging starts is about 45%, and the battery 12 is charged with a target SOC of about 70%. In this case, the degree of accelerated deterioration when the SOC is 45% is greater than the degree of accelerated deterioration when the SOC is 70%. Therefore, in condition 2, deterioration of the battery 12 is more likely to accelerate before charging starts than after charging ends.

[0033] In this way, the degree of accelerated deterioration of the battery 12 changes depending on the value of the SOC. Therefore, in this embodiment, the battery 12 is charged so that the degree of accelerated deterioration of the battery 12 becomes relatively low.

[0034] Figures 4A and 4B are diagrams showing the relationship between the deterioration acceleration degree of the battery 12 (see Figure 1) and the electricity fee. Figures 4A and 4B show the relationship between the deterioration acceleration degree of the battery 12 and the electricity fee, using the time at which charging of the battery 12 starts (hereinafter referred to as the charging start time tcs) as a parameter. Figure 4A shows the relationship between the charging start time tcs, the deterioration acceleration degree, and the electricity fee when charging the SOC of the battery 12 from 50% to 80%. Figure 4B shows the relationship between the charging start time tcs, the deterioration acceleration degree, and the electricity fee when charging the SOC of the battery 12 from 20% to 80%.

[0035] In the case of FIG. 4A, if the charging start time tcs is set to 10 p.m., it is possible to reduce the electricity bill and suppress deterioration of the battery 12 after charging is completed. That is, in the case of FIG. 4A, 10 p.m. is the optimal charging start time tcs (hereinafter referred to as optimal time tcs_opt). In the case of FIG. 4B, if the charging start time tcs is set to 11 p.m., it is possible to reduce the electricity bill and suppress deterioration of the battery 12 after charging is completed. That is, in the case of FIG. 4B, 11 p.m. is the optimal time tcs_opt.

[0036] In this way, by comparing the electricity charges for each time period and the qualitative tendency of the battery 12 to deteriorate before and after charging (the deterioration characteristics of the battery 12), and starting charging the battery 12 from the optimal time tcs_opt, it is possible to reduce the electricity charges while suppressing deterioration of the battery 12 after charging is completed.

[0037] [3. Specific charging control] Next, a specific charging control will be described with reference to Figures 5 to 7. This specific charging control is a specific example of the concept of the charging control shown in Figures 2 to 4B.

[0038] In this specific example, as shown in Fig. 5, a case will be described in which the user's vehicle 16 (see Fig. 1) returns home at 18:00 (time t1) the previous day, and the vehicle 16 departs from home at 8:00 the next day. Therefore, the scheduled departure time t_start is 8:00 the next day. Also, taking into consideration a margin of a certain time Tm (for example, Tm = 1 hour), charging of the battery 12 needs to be completed at the latest by 7:00 the next day, which is prior to the scheduled departure time t_start. In the following explanation, the latest charging end time of the battery 12 is referred to as the charging end time tcf.

[0039] The charging time Tc of the battery 12 is determined by the current SOC value (current SOC), the target SOC value (target SOC), the characteristics of the charging equipment 18 (e.g., normal charging or rapid charging), and the ambient temperature of the battery 12. In this specific example, it is necessary to set the charging start time tcs (optimum time tcs_opt, described later) so that charging of the battery 12 is surely completed by the charging end time tcf. In this case, the latest charging start time t_const can be calculated by calculating the charging time Tc backwards from the charging end time tcf. Therefore, if charging of the battery 12 is started before the charging start time t_const, charging can be completed by the charging end time tcf. On the other hand, if charging of the battery 12 is started after the charging start time t_const, charging cannot be completed by the charging end time tcf.

[0040] Furthermore, the rate plan is set by the power company with which the user has a contract, with electricity rates varying depending on the time period. In this specific example, the premium rate applies to the time period from the time the user gets home (6 p.m.) until 8 p.m. The median rate, which is cheaper than the premium rate, applies to the time period from 8 p.m. to 10 p.m. Furthermore, the cheapest rate applies to the time period from 10 p.m. to 6 a.m. the following day. Furthermore, the time period from 6 a.m. the following day onwards applies to the median rate.

[0041] That is, in this specific example, in order to charge the battery 12 for the desired charging time Tc including the time period when the lowest charge rate is available, the charging start time tcs is optimized, and charging of the battery 12 is started from the optimal time tcs_opt before the charging start time t_const, thereby completing charging by the charging end time tcf, thereby realizing both a reduction in electricity charges and suppression of deterioration of the battery 12 after charging is completed. In this specific example, the optimal time tcs_opt is specified using the evaluation function Q(t) shown in Fig. 5. In the following description, for convenience, the value of the evaluation function Q(t) may be referred to as the "overall evaluation value Q(t)".

[0042] The evaluation function Q(t) is a function for comprehensively evaluating the electricity price, the degree of accelerated deterioration of the battery 12, and whether or not charging is completed from the charging start time tcs to the charging end time tcf. That is, the evaluation function Q(t) comprehensively evaluates using the electricity price and the degree of accelerated deterioration of the battery 12 when charging is started at a certain time ti in the time period from time t1 to the charging end time tcf, and charging is performed from the current SOC to the target SOC in the charging time Tc(ti). Therefore, the evaluation function Q(t) is obtained at each time ti, as shown in FIG. 5.

[0043] If the charging start time tcs (time ti) changes, the battery temperature at time ti may change due to the influence of the outside air temperature of the vehicle 16, and the charging time Tc may change. Since the charging time Tc changes depending on the charging start time tcs and the battery temperature, in the following description, the charging time Tc when charging starts from a certain time ti may be referred to as charging time Tc(ti), and the charging time Tc when charging starts from the charging start time t_const may be referred to as charging time Tc(t_const).

[0044] Specifically, the evaluation function Q(t) is expressed by the following equation (1). Q(t) = k1 × (electricity rate evaluation function Qcost(t)) + k2 × (battery deterioration evaluation function Qbat(t)) + k3 (1)

[0045] Here, the first term in equation (1) is called the electricity rate evaluation value. Among the electricity rate evaluation values, the electricity rate evaluation function Qcost(t) is a function for evaluating the electricity rate when charging starts from time ti. Furthermore, k1 is a first weighting coefficient for the electricity rate evaluation function Qcost(t). In this case, the electricity rate evaluation function Qcost(t) is expressed by the following equation (2). Qcost(t) = Σ(Active power P(t) of charging equipment 18) × Electricity price M(t)) (2)

[0046] P(t) is the active power from the charging facility 18 to the battery 12 when charging is started from a certain time ti. M(t) is the electricity charge per unit power (unit price of electricity) when charging is started from a certain time ti. Σ is a mathematical symbol indicating the sum of P(t)×M(t) from the start of charging the battery 12 to the end of charging. Therefore, formula (2) indicates the time integration of the electricity charge from the start of charging the battery 12 (time ti) to the end of charging (the time (ti+Tc(ti)) when the charging time Tc(ti) has elapsed from time ti). Therefore, the electricity charge evaluation value at a certain time ti is calculated by multiplying the active power P(t) of the charging facility 18 at each time t by the electricity charge unit price M(t), and integrating from time ti to the end of charging (ti+Tc(ti)).

[0047] The active power P(t) of the charging equipment 18 depends on (1) the characteristics of the charging equipment 18, (2) the battery temperature which changes due to the influence of the outside air temperature of the vehicle 16, and (3) the operating state of the high-voltage auxiliary equipment (load) mounted on the vehicle 16 (e.g., air conditioning inside the vehicle 16, heating of the battery 12, etc.), and changes depending on the charging start time tcs (time ti). In other words, the active power P(t) of the charging equipment 18 is not always constant, but is calculated by predicting the battery temperature and the operating state of the load of the vehicle 16 at time t, and then taking into account the time-series changes from time ti to the charging end time (ti+Tc(ti)).

[0048] This makes it possible to accurately calculate the electricity rate evaluation value even in situations where the battery 12 is heated and operated in a low-temperature environment, or where the user sets timer air conditioning within a certain period of time Tm in accordance with the scheduled departure time t_start.

[0049] Therefore, as is clear from equation (2), the higher the electricity price, the larger the electricity price evaluation value becomes, and conversely, the lower the electricity price, the smaller the electricity price becomes.

[0050] The second term in equation (1) is called the battery degradation evaluation value. Among the battery degradation evaluation values, the battery degradation evaluation function Qbat(t) is a function for evaluating the degradation of the battery 12 when charging is started from time ti. Furthermore, k2 is a second weighting coefficient for the battery degradation evaluation function Qbat(t) according to the degree of accelerated degradation of the battery 12 (see FIG. 3). In this case, the battery degradation evaluation function Qbat(t) is expressed by the following equation (3). Qbat(t) = Σk(t) × t (3)

[0051] k(t) indicates the left-standing deterioration characteristic according to the SOC of the battery 12, defined based on the degree of accelerated deterioration of the battery 12 in FIG. 3, when charging is started from a certain time ti. In the following description, it is also referred to as the left-standing deterioration characteristic k(t). Σ is a mathematical symbol indicating the sum of k(t)×t from the start of charging the battery 12 to the end of charging. Therefore, equation (3) indicates that the left-standing deterioration characteristic k(t), which differs depending on the value of SOC, is integrated over time from the start of charging the battery 12 to the end of charging.

[0052] As described above, strictly speaking, the degree of accelerated deterioration of the battery 12 (see FIG. 3) depends on the battery temperature and changes depending on the battery temperature. Therefore, the unused deterioration characteristic k(t) may be defined based on the degree of accelerated deterioration of the battery 12 and corresponds to the SOC and battery temperature of the battery 12. In this case, formula (3) indicates that the unused deterioration characteristic k(t), which differs depending on the SOC and battery temperature, is integrated over time from time t1 to the scheduled departure time t_start. Note that FIG. 3 only illustrates the relationship between the SOC and the degree of accelerated deterioration of the battery 12.

[0053] Therefore, the left-standing deterioration characteristic k(t) is calculated by predicting the SOC and battery temperature at a certain time ti. That is, the left-standing deterioration characteristic k(t) can be calculated by predicting the time series changes in the SOC and battery temperature when charging from time ti to the charging end time (ti+Tc(ti)) from the time series changes in the battery temperature left from time t1 to time ti, and the time series changes in the battery temperature left from the charging end time (ti+Tc(ti)) to the scheduled departure time t_start, respectively. In this way, by considering the time series changes in the battery temperature, the battery deterioration evaluation function Qbat(t) (battery deterioration evaluation value) can be calculated with high accuracy. Therefore, even in a situation where the temperature is extremely low or high, it is possible to further suppress the deterioration of the battery 12.

[0054] Therefore, as is clear from equation (3), the battery degradation evaluation value becomes larger as the degree of accelerated degradation of the battery 12 increases, and on the other hand, becomes smaller as the degree of accelerated degradation of the battery 12 decreases.

[0055] The coefficients k1 and k2 may be set by the charging plan determination unit 44 based on information indicating the user's preferences previously stored in the vehicle history storage unit 40, or may be set by the user operating the in-vehicle display 26 or the operation unit 50 of the smart device 22.

[0056] k3 is a third weighting coefficient indicating whether charging of the battery 12 will be completed by the charging end time tcf. Hereinafter, the third weighting coefficient is referred to as a charging end evaluation value. Hereinafter, the evaluation function Q(t) takes a value in the range of 0 to 1, and if charging is completed by the charging end time tcf, k3 is set to 0, and if charging is not completed by the charging end time tcf, k3 is set to 1. In other words, k3 is a constraint condition for setting the evaluation function Q(t) to the maximum value within the range that the evaluation function Q(t) can take if charging of the battery 12 is not completed by the charging end time tcf, i.e., the scheduled departure time t_start.

[0057] In this way, the evaluation function Q(t) in equation (1), i.e., the overall evaluation value Q(t), is a comprehensive evaluation of the charging control of the battery 12, taking into account the electricity fee, the degree of accelerated deterioration of the battery 12, and whether or not charging is completed by the charging end time tcf.

[0058] As described above, the evaluation function Q(t) (overall evaluation value Q(t)) is obtained for each arbitrary time t. In this specific example, the evaluation function Q(t) decreases with time from the home time t1, drops to a minimum value (local minimum value), and then increases with time, and is fixed at an upper limit value after the charging start time t_const, as shown in FIG. 5.

[0059] Here, if the charging start time tcs is set to a time period between the arrival time t1 and 10 p.m., and charging of the battery 12 is started, the overall evaluation value Q(t) will be high. This is because (1) electricity rates are relatively high, and (2) the target SOC is reached quickly, so that neglected deterioration is likely to progress after charging ends, resulting in a high overall evaluation value Q(t).

[0060] Furthermore, if the charging start time tcs is set to a time period from 10 pm to 1 am the following day and charging of the battery 12 is started, the overall evaluation value Q(t) will be lower than the time period from the arrival home time t1 to 10 pm. This is thought to be because the electricity rate is cheaper, resulting in a lower overall evaluation value Q(t). However, even during this time period, the target SOC is reached quickly and neglected deterioration progresses, so the overall evaluation value Q(t) does not decrease that much.

[0061] Furthermore, when the charging start time tcs is set to a time period between 1:00 and 3:00 on the following day and charging of the battery 12 is started, the overall evaluation value Q(t) is the lowest. This is thought to be because (1) the electricity rate is low, (2) the target SOC is reached just before the charging end time tcf and deterioration due to neglect is suppressed, and (3) charging is completed by the charging end time tcf, resulting in the overall evaluation value Q(t) being the lowest.

[0062] Furthermore, if the charging start time tcs is set to a time slot between 3:00 and 5:00 the following day and charging of the battery 12 is started, the overall evaluation value Q(t) increases. If the charging start time tcs is set to a time slot after 5:00 the following day and charging of the battery 12 is started, the overall evaluation value Q(t) becomes the upper limit. That is, if charging is started after the charging start time t_const, charging will not be completed by the charging end time tcf, and the overall evaluation value Q(t) becomes the upper limit.

[0063] Therefore, if the time when the evaluation function Q(t) is at its minimum value is set as the optimal time tcs_opt, the electricity fee will be relatively cheap, the deterioration of the battery 12 will be small, and charging will be completed by the charging end time tcf. In other words, it is possible to achieve both a reduction in the electricity fee and suppression of deterioration of the battery 12.

[0064] 6 and 7 are flowcharts showing a process of setting the optimal time tcs_opt and a process of charging the battery 12 from the optimal time tcs_opt to the charging end time tcf. The processes in Fig. 6 and Fig. 7 are mainly executed by the charging plan determination unit 44 (see Fig. 1).

[0065] First, after the user drives vehicle 16 (see FIG. 1 ) and returns home, when the user inserts charging connector 34 of charging equipment 18 into charging port 30 and the charging connector 34 and charging port 30 are connected, charging execution unit 24 notifies charging plan determination unit 44 via communication control unit 28 and communication unit 36 ​​that it is now possible to charge battery 12 from charging equipment 18.

[0066] 6, the charging plan determination unit 44 receives this notification and acquires the electricity rate (rate plan, electricity rate function) by time period. In this case, the charging plan determination unit 44 acquires the rate plan stored in advance in the electricity rate table storage unit 39. Alternatively, the charging plan determination unit 44 acquires the rate plan from the electric power company with which the user has a contract via the communication unit 36. When the rate plan is acquired from the electric power company, the acquired rate plan is stored in the electricity rate table storage unit 39.

[0067] The vehicle history storage unit 40 stores, as a table, the relationship between the SOC and the battery temperature and the degree of accelerated deterioration of the battery 12. In step S2, the charging plan determination unit 44 refers to the vehicle history storage unit 40 and acquires the degree of accelerated deterioration of the battery 12 with respect to the SOC and the battery temperature.

[0068] In step S3, the charging plan determination unit 44 acquires the scheduled departure time t_start.

[0069] In this case, the charging plan determination unit 44 requests the communication control unit 28 of the vehicle 16 to transmit the scheduled departure time t_start via the communication unit 36. As a result, the in-vehicle display 26 displays a message prompting the user to input the scheduled departure time t_start based on the transmission request received by the communication control unit 28. After checking the display content of the in-vehicle display 26, the user operates the in-vehicle display 26 to input the scheduled departure time t_start. As a result, the charging plan determination unit 44 can obtain the scheduled departure time t_start input by the user via the communication control unit 28 and the communication unit 36.

[0070] Alternatively, the charging plan determination unit 44 may request the communication unit 46 of the smart device 22 to transmit the scheduled departure time t_start via the communication unit 36. In this case, the display unit 48 of the smart device 22 displays a message prompting the user to input the scheduled departure time t_start based on the transmission request received by the communication unit 46. After checking the display content of the display unit 48, the user operates the operation unit 50 to input the scheduled departure time t_start. As a result, the charging plan determination unit 44 can obtain the scheduled departure time t_start input by the user via the communication units 36 and 46.

[0071] In step S4, the charging plan determination unit 44 acquires charging facility information indicating the characteristics (normal charging or rapid charging) of the charging facility 18. In this case, the charging plan determination unit 44 may refer to the charging facility information initially set by the user, or, if the charging facility information is stored in advance in the vehicle history storage unit 40, the charging facility information stored therein. Note that, if the charging facility information is known in advance, the acquisition process of step S4 may be skipped.

[0072] Meanwhile, the charging implementation unit 24 sequentially acquires various pieces of information related to the vehicle 16 (battery 12), such as the SOC and battery temperature of the battery 12, and the outside air temperature of the vehicle 16, using sensors not shown. Then, in step S5, the charging plan determination unit 44 acquires various pieces of information related to the vehicle 16 from the charging implementation unit 24 via the communication control unit 28 and the communication unit 36.

[0073] In the next step S6, the charging plan determination unit 44 sets a target SOC. In this case, similar to step S3, the user may input the target SOC by operating the in-vehicle display 26 or the operation unit 50 of the smart device 22, and the charging plan determination unit 44 may set the target SOC. Alternatively, the charging plan determination unit 44 may set the target SOC by referring to the driving history of the vehicle 16 stored in the vehicle history storage unit 40. Note that the target SOC is an SOC that corresponds to a necessary and sufficient amount of charge that does not impair user convenience, such as the amount of charge required for the next driving of the vehicle 16.

[0074] In the next step S7, the charging plan determination unit 44 predicts the transition (time-series transition) of the battery temperature over time from the current time onwards, based on the information acquired in step S5.

[0075] In the next step S8, the charging plan determination unit 44 calculates the charging end time tcf in consideration of a margin of a fixed time Tm from the scheduled departure time t_start. Next, the charging plan determination unit 44 calculates the charging time Tc in consideration of the target SOC, the current SOC, the charging facility information, and the time-series change of the battery temperature. Next, the charging plan determination unit 44 calculates the charging start time t_const by back-calculating the charging time Tc from the charging end time tcf.

[0076] In the next step S9, the charging plan determination unit 44 defines the evaluation function Q(t) of the above formula (1). As described above, the charging plan determination unit 44 has already acquired or calculated the electricity charge, the degree of acceleration of deterioration (deterioration characteristics) of the battery 12, and the scheduled departure time t_start.

[0077] Also, regarding the coefficients k1 and k2, the charging plan determination unit 44 sets them according to the user's preference. For example, regarding the charging of the battery 12, when the user's preference is to prioritize the reduction of the electricity charge rather than the suppression of the deterioration of the battery 12, k1 is set larger than k2 (k1>k2). Also, when the user's preference is to prioritize the suppression of the deterioration of the battery 12 rather than the reduction of the electricity charge, k2 is set larger than k1 (k1<k2). Note that, similar to the acquisition process in step S3, the charging plan determination unit 44 sends a transmission request to the vehicle 16 or the smart device 22 via the communication unit 36 to let the user select whether to prioritize (give priority to) the reduction of the electricity charge or the suppression of the deterioration of the battery 12, and based on the selection result, the charging plan determination unit 44 may set k1 and k2. Alternatively, information regarding the user's preference may be stored in advance in the vehicle history holding unit 40, and the charging plan determination unit 44 may set k1 and k2 based on this information.

[0078] Also, regarding k3, if the current time is before the charging start time t_const, k3 is set to 0 (charging is completed by the charging end time tcf), and if the current time is after the charging start time t_const, k3 is set to 1 (charging is not completed by the charging end time tcf).

[0079] Furthermore, k(t) in Equation (3) is set based on the SOC, battery temperature, and degree of acceleration of deterioration of battery 12 at time t.

[0080] In this way, by setting each coefficient and each function in Equations (1) to (3), the charge plan determination unit 44 can define the evaluation function Q(t).

[0081] In step S10 of FIG. 7, the charge plan determination unit 44 (see FIG. 1) sets the variable i at a certain time ti to 1. That is, a certain time ti is set to the home arrival time t1. Note that the variable i is an integer of 1 or more. Note that the unit of each time may be any of seconds, minutes, or hours.

[0082] In the next step S11, the charge plan determination unit 44 calculates the value of the evaluation function Q(t) (total evaluation value Q(t)) when starting to charge battery 12 at the home arrival time t1 (time ti) using Equations (1) to (3). That is, the charge plan determination unit 44 calculates the total evaluation value Q(t1) when charging battery 12 for the charging time Tc from the home arrival time t1.

[0083] In the following description, the evaluation function Q(ti) (total evaluation value Q(ti)) at time ti is referred to as the evaluation function Q(i) (total evaluation value Q(i)) for convenience of explanation.

[0084] In the next step S12, the charge plan determination unit 44 calculates the total evaluation value Q(i + 1) at time t(i + 1) that is delayed by a predetermined time (time α) from time ti. In this case, since i = 1, the charge plan determination unit 44 calculates the total evaluation value Q(t) at time t2, that is, the total evaluation value Q(t2) when charging battery 12 for the charging time Tc from time t2.

[0085] In the next step S13, the charge plan determination unit 44 compares the value of the evaluation function Q(t) (total evaluation value Q(i)) at time ti with the value of the evaluation function Q(t) (total evaluation value Q(i + 1)) at time t(i + 1), and determines whether Q(i) < Q(i + 1).

[0086] In step S13, when Q(i) < Q(i + 1) (step S13: YES), the process proceeds to step S14, and the time ti is set as the optimal time tcs_opt. That is, when comparing both Q(i) and Q(i + 1), since Q(i) is smaller, it is considered that if charging of the battery 12 is started from time ti, the charging can be completed by the charging end time tcf, and it is possible to achieve reduction of the electricity charge and suppression of deterioration of the battery 12.

[0087] On the other hand, in step S13, when Q(i) ≥ Q(i + 1) (step S13: NO), the process of step S14 is skipped, and the process proceeds to the next step S15. That is, when comparing both Q(i) and Q(i + 1), since Q(i) is greater than or equal to Q(i + 1), it is assumed that it is difficult to achieve reduction of the electricity charge and suppression of deterioration of the battery 12 even if charging of the battery 12 is started from time ti.

[0088] In the next step S15, the charging plan determination unit 44 determines whether the time ti has reached the charging start time t_const.

[0089] In step S15, when the charging start time t_const has not been reached (step S15: NO), the process proceeds to step S16, and the variable i is incremented. Then, the process returns to step S12, and the processes of steps S12 to S15 are repeatedly performed. Therefore, the charging plan determination unit 44 repeatedly calculates the comprehensive evaluation value Q(i) at the time ti and updates the optimal time tcs_opt at intervals of a predetermined time from the home arrival time t1.

[0090] In step S15, when the charging start time t_const has been reached (step S15: YES), the processes of steps S12 to S16 are completed, and the optimal time tcs_opt is determined.

[0091] In the next step S17, the charging plan determination unit 44 transmits information on the determined optimal time tcs_opt and the target SOC, i.e., the charging schedule, to the charging execution unit 24 via the communication unit 36 ​​and the communication control unit 28. As a result, the charging execution unit 24 starts charging the battery 12 when the optimal time tcs_opt arrives based on the received charging schedule.

[0092] Even after the start of charging, the charging execution unit 24 successively acquires the current SOC of the battery 12. Then, in step S18, if the current SOC reaches the target SOC (step S18: YES), the process proceeds to step S19, where charging of the battery 12 is terminated. This allows charging of the battery 12 to be terminated by the charging end time tcf.

[0093] Note that the rate plan (time period when electricity rates are low) may differ depending on the country, region, and power company. Therefore, when performing the processes in Fig. 6 and Fig. 7, the charging plan determination unit 44 checks the history of the previous charging control stored in the vehicle history storage unit 40, and if there is no change in the electricity rate between the current processing and the previous charging control, the previous electricity rate may be used as is. This allows some of the processes in steps S1 and S2 to be skipped, thereby improving the efficiency of setting the charging schedule. However, if there is a change in each condition between the previous charging control and the current charging control, the processes are performed in order according to the flowcharts in Fig. 6 and Fig. 7.

[0094] 6 and 7 are executed on the condition that the charging connector 34 on the charging equipment 18 side and the charging port 30 on the vehicle 16 side are plugged in. In this embodiment, the processes in Fig. 6 and 7 may be executed when a state is reached in which wireless charging of the battery 12 from the charging equipment 18 is possible.

[0095] 7, if the breaker of charging equipment 18 trips and charging stops, charging can be resumed according to the initial charging schedule when a start-up signal (CPL signal) is detected again from charging equipment 18. If charging connector 34 is unplugged from charging port 30, the charging schedule is not reset, and when charging connector 34 and charging port 30 are reconnected, calculations of evaluation function Q(t) and the like related to the charging schedule are performed again to reset the charging schedule.

[0096] 7, if the overall evaluation value Q(t) is the same (Q(i)=Q(i+1)) between charging from the present time (time t(i)) and charging after a predetermined time (time t(i+1)), charging after the predetermined time may be selected. In other words, the time t(i+1) corresponding to Q(i+1) is updated to the optimal time tcs_opt.

[0097] Furthermore, in the case of the evaluation function Q(t) as shown in FIG. 5, in the processing of FIGS. 6 and 7, the evaluation function Q(t) is calculated for each time ti at a predetermined time interval from time t1 to the charging end time tcf, and the processing of steps S12 to S16 is repeated for each time ti.

[0098] Alternatively, if it is known in advance from an electricity price table or the like that there is only one downward convex inflection point of the evaluation function Q(t), the evaluation function Q(t) is calculated for each time ti at a predetermined time interval from time t1, and the processing of steps S12 to S16 is repeated for each time ti, and the time point at which the evaluation function Q(t) turns from a minimum value to an upward trend is determined as the optimal time tcs_opt. In this case, when the optimal time tcs_opt is determined, the processing of steps S12 to S16 is stopped and processing proceeds to step S17 and thereafter.

[0099] Alternatively, the time ti may be variable, and the calculation process of the optimal time tcs_opt (optimization calculation for searching the optimal time tcs_opt) may be performed multiple times. Specifically, in the first calculation process, the time α is set relatively large (time α1), and the process of steps S12 to S16 is roughly repeated from the time ti to roughly calculate the optimal time tcs_opt1. In the second calculation process, a time α2 shorter than α1 is set for the time period from the time (tcs_opt1-α1) to the time (tcs_opt1+α1) including the optimal time tcs_opt1 obtained in the first calculation process, and the process of steps S12 to S16 is repeated at intervals of time α2 in this time period to obtain the optimal time tcs_opt2. From the third calculation process onwards, the time period to be processed in steps S12 to S16 and the time α are both set short in a similar manner, and the optimal time tcs_opt is calculated. This reduces the computational processing load when calculating the optimal time tcs_opt, and enables the optimal time tcs_opt to be set with high accuracy in a shorter time after the user connects the charging equipment 18 to the vehicle 16.

[0100] [4. Effects of this embodiment] The charge control device 10 of this embodiment is a charge control device 10 that controls charging to the battery 12 from a charging equipment 18 (external power source), and has a current SOC acquisition unit that acquires the current SOC of the battery 12, a target SOC acquisition unit that acquires a target SOC, an electricity rate acquisition unit that acquires the electricity rate per unit power of the charging equipment 18, and a charging plan determination unit 44 that functions as a charging schedule setting unit that takes into account the electricity rate and compares the current SOC with the target SOC to set a charging schedule for the battery 12 that reduces the degree of accelerated deterioration of the battery 12.

[0101] The vehicle 16 (mobile body) according to this embodiment includes the charge control device 10 and the battery 12 as described above.

[0102] The charge control system 14 according to this embodiment includes the charge control device 10 and the battery 12 as described above.

[0103] The charging control method according to this embodiment is a charging control method for controlling charging from the charging equipment 18 to the battery 12, and includes a step (step S5) in which the charging plan determination unit 44 acquires a current SOC, a step (step S6) in which the charging plan determination unit 44 acquires a target SOC, a step (step S1) in which the charging plan determination unit 44 acquires the electricity rate per unit power of the charging equipment 18, and a step (steps S9 to S16) in which the charging plan determination unit 44 takes the electricity rate into consideration and compares the current SOC with the target SOC to set a charging schedule for the battery 12 that reduces the degree of accelerated deterioration of the battery 12.

[0104] In this way, according to the present embodiment, the charging schedule for the battery 12 is set in consideration of the electricity fee and the deterioration characteristics (ease of battery deterioration) of the battery 12 before and after charging. Therefore, by charging the battery 12 from the charging facility 18 according to this charging schedule, it is possible to reduce the electricity fee while suppressing deterioration of the battery 12.

[0105] Here, the charging plan determination unit 44 functions as a planned driving time acquisition unit that acquires a planned departure time t_start (planned driving time) of a vehicle 16 (mobile body) that has the battery 12 and is driven by power supply from the battery 12, and a deterioration promotion degree acquisition unit that acquires a deterioration promotion degree of the battery 12. When the battery 12 is in a chargeable state, the charging plan determination unit 44 specifies the deterioration promotion degree of the battery 12 with respect to the current SOC and the target SOC based on the acquired deterioration promotion degree, and sets a charging schedule such that the deterioration promotion degree of the battery 12 is maintained at a relatively low state until the planned departure time t_start.

[0106] This reduces the time during which the battery 12 is maintained in a state where the degree of accelerated deterioration is high, making it possible to suppress deterioration of the battery 12.

[0107] In addition, based on the acquired degree of deterioration acceleration, the charging plan determination unit 44 identifies the degree of deterioration acceleration of the battery 12 for the current SOC and current battery temperature, and the degree of deterioration acceleration of the battery 12 for the target SOC and battery temperature after charging is completed, and sets a charging schedule such that the degree of deterioration acceleration of the battery 12 is maintained at a relatively low level until the scheduled departure time t_start.

[0108] This makes it possible to set a charging schedule with high accuracy even in a situation where the battery 12 needs to be heated in a low-temperature environment or where the user has set a timer for air conditioning inside the vehicle 16 to match the scheduled departure time t_start.

[0109] The charging plan determination unit 44 also functions as an evaluation value acquisition unit that acquires an evaluation value (evaluation function Q(i), overall evaluation value Q(i)) relating to the electricity price and the degree of accelerated deterioration of the battery 12 when charging the battery 12 from the current SOC at time ti to the target SOC, and an evaluation value (evaluation function Q(i+1), overall evaluation value Q(i+1)) relating to the electricity price and the degree of accelerated deterioration of the battery 12 when charging the battery 12 from the current SOC at time t(i+1) a fixed time (time α) after time ti. In this case, the charging plan determination unit 44 compares the acquired evaluation values ​​and sets the time with the lowest evaluation value as the charging start time tcs (optimum time tcs_opt) at which charging of the battery 12 actually starts.

[0110] This makes it possible to set an appropriate charging start time tcs (optimum time tcs_opt).

[0111] In addition, each time the charging plan determination unit 44 acquires the overall evaluation value Q(t) at a fixed time interval, it compares the overall evaluation value Q(i) at time ti with the overall evaluation value Q(i+1) at time t(i+1) after the fixed time, and if the overall evaluation value Q(i+1) at time t(i+1) after the fixed time is low, it selects the time t(i+1) with the lower overall evaluation value Q(i+1), and if the overall evaluation value Q(i+1) is higher than the overall evaluation value Q(i), it sets the time ti as the charging start time tcs (optimal time tcs_opt) and stops the process of acquiring the overall evaluation value Q(t).

[0112] This makes it possible to avoid setting a charging start time tcs such that charging does not finish by the scheduled departure time t_start, while improving the efficiency of the setting process.

[0113] Alternatively, each time the charging plan determination unit 44 acquires the evaluation value Q at a fixed time interval, it compares the overall evaluation value Q(i) at time ti with the overall evaluation value Q(i+1) at time t(i+1) a fixed time later, selects the time with the lower evaluation value, and sets the time with the lowest evaluation value as the charging start time tcs (optimal time tcs_opt).

[0114] Even in this case, it is possible to avoid setting a charging start time tcs such that charging does not finish by the scheduled departure time t_start.

[0115] Moreover, the charging plan determination unit 44 varies the fixed time interval to execute the process of selecting the time with the lowest evaluation value multiple times.

[0116] This reduces the computational processing load when calculating the time (optimum time tcs_opt), and enables the optimum time tcs_opt to be set with high accuracy in a shorter time after the user connects the charging equipment 18 to the vehicle 16.

[0117] Furthermore, the charging plan determination unit 44 sets the time with the smallest overall evaluation value among the overall evaluation values ​​Q(t) that allow charging of the battery 12 to be completed by the scheduled departure time t_start as the charging start time tcs (optimum time tcs_opt).

[0118] This makes it possible to reliably avoid setting a charging start time tcs such that charging will not be completed by the scheduled departure time t_start.

[0119] In this case, the overall evaluation value Q(t) is the sum of an electricity rate evaluation value obtained by multiplying the effective power from the charging equipment 18 to the battery 12, the unit price of electricity, and the first weighting coefficient k1, a battery deterioration evaluation value obtained by multiplying the time integral of the deterioration characteristic coefficient indicating the deterioration of the battery 12 in the time period from the completion of the previous driving of the vehicle 16 to the scheduled departure time t_start by the second weighting coefficient k2, and a charging completion evaluation value k3 which evaluates whether charging of the battery 12 will be completed by the scheduled departure time t_start.

[0120] This makes it possible to set the optimum time tcs_opt with high precision.

[0121] In this case, when the user of the battery 12 places more importance on the electricity fee than on the deterioration of the battery 12, the first weighting coefficient k1 is set to be larger than the second weighting coefficient k2, and when the user places more importance on the deterioration of the battery 12 than on the electricity fee, the second weighting coefficient k2 is set to be larger than the first weighting coefficient k1. Furthermore, when the charging of the battery 12 is completed by the scheduled departure time t_start, the charging end evaluation value k3 is set to be low (k3=0). Furthermore, when the charging of the battery 12 is not completed by the scheduled departure time t_start, the charging end evaluation value k3 is set to be high (k3=1).

[0122] This makes it possible to set the optimum time tcs_opt with even greater precision.

[0123] Furthermore, when there is no change between the electricity price for the previous charging of the battery 12 and the electricity price for the current charging of the battery 12, the charging plan determination unit 44 calculates the electricity price evaluation value using the electricity price for the previous charging of the battery 12. Alternatively, when the user of the vehicle 16 has a variable tariff rate contract in which the electricity price varies depending on the power supply and demand balance for each day, the charging plan determination unit 44 periodically obtains the electricity price and calculates the electricity price evaluation value using the electricity price for the relevant day.

[0124] In either case, the charging schedule can be set more efficiently. In addition, in the case of a variable tariff contract, the electricity rate is periodically acquired and automatically updated. As a result, the electricity rate evaluation value can be calculated with high accuracy.

[0125] In this case, the charging plan determination unit 44 calculates the electricity rate evaluation value taking into consideration the time-series changes in the active power and the unit price of the electricity, and the first weighting coefficient k1.

[0126] This makes it possible to set the optimum time tcs_opt with greater precision.

[0127] Furthermore, the charging plan determination unit 44 sets a charging schedule such that charging of the battery 12 is completed a predetermined time (fixed time Tm) before the scheduled departure time t_start.

[0128] This allows the user to depart the vehicle 16 with plenty of time to spare.

[0129] It should be noted that the present invention is not limited to the above-described embodiment, and various configurations can be adopted without departing from the gist of the present invention. [Explanation of symbols]

[0130] 10...Charging control device 12...Battery 14...Charging control system 16...Vehicle (object, moving body) 18... Charging equipment (external power supply) 20... Management server 44...Charging plan determination unit (current SOC acquisition unit, target SOC acquisition unit, electricity fee acquisition unit, charging schedule setting unit, scheduled driving time acquisition unit, deterioration promotion degree acquisition unit, evaluation value acquisition unit)

Claims

1. A charge control device that controls charging of a battery from an external power supply, A current SOC acquisition unit that acquires a current SOC of the battery; A target SOC acquisition unit that acquires a target SOC; an electricity rate acquisition unit that acquires an electricity rate per unit power of the external power source; a deterioration acceleration degree acquisition unit that acquires a deterioration acceleration degree of the battery; an evaluation value acquisition unit that acquires an evaluation value related to the electricity price and a degree of deterioration acceleration of the battery when charging the battery from the current SOC to the target SOC from a current time, and an evaluation value related to the electricity price and a degree of deterioration acceleration of the battery when charging the battery from the current SOC to the target SOC from a time after a certain time from the current time; a charge schedule setting unit that compares the acquired evaluation value for the current time with the acquired evaluation value for the time after the certain time, and sets the current time or the time after the certain time for the lower evaluation value of the compared evaluation values ​​as a charge start time at which charging of the battery is actually started, thereby setting a charge schedule for the battery such that a degree of accelerated deterioration of the battery is reduced; A charging control device having a

2. 2. The charge control device according to claim 1, a scheduled drive time acquisition unit that has the battery and that acquires a scheduled drive time of a moving object that is driven by power supplied from the battery; The charging control device, when the battery is in a chargeable state, the charging schedule setting unit identifies the degree of deterioration acceleration of the battery relative to the current SOC and the target SOC based on the degree of deterioration acceleration acquired by the deterioration acceleration degree acquisition unit, and sets the charging schedule such that the degree of deterioration acceleration of the battery is maintained at a low state between the charging start time and the scheduled driving time.

3. 3. The charge control device according to claim 2, The charging control device, wherein the charging schedule setting unit identifies a degree of deterioration acceleration of the battery for the current SOC and current battery temperature, and a degree of deterioration acceleration of the battery for the target SOC and battery temperature after charging is completed, based on the degree of deterioration acceleration acquired by the deterioration acceleration degree acquisition unit, and sets the charging schedule such that the degree of deterioration acceleration of the battery is maintained low between the charging start time and the scheduled driving time.

4. The charge control device according to any one of claims 1 to 3, The charging schedule setting unit each time the evaluation value acquisition unit acquires the evaluation value at the fixed time interval, the evaluation value for the current time is compared with the evaluation value for a time after the fixed time; If the evaluation value for the time after the certain time is low, the time after the certain time is selected; If the evaluation value for the time after the certain period of time becomes higher than the evaluation value for the current time, the current time is set to the charging start time, and the evaluation value acquisition unit is caused to stop the process of acquiring the evaluation value.

5. The charge control device according to any one of claims 1 to 3, The charging schedule setting unit, each time the evaluation value acquisition unit acquires the evaluation values ​​at the fixed time intervals, the evaluation value for the current time is compared with the evaluation value for the time after the fixed time, and from among the compared evaluation values, the current time or the time after the fixed time is selected for the evaluation value having a lower evaluation value; The charge control device sets the time corresponding to the lowest evaluation value among the evaluation values ​​to the charge start time.

6. 6. The charge control device according to claim 5, The charging control device, wherein the charging schedule setting unit varies the certain time interval to execute a selection process of the time corresponding to the lowest evaluation value a plurality of times.

7. 4. The charge control device according to claim 2, The charge control device, wherein the charge schedule setting unit sets the time corresponding to a smallest evaluation value among the evaluation values ​​that cause charging of the battery to be completed by the scheduled drive time to the charge start time.

8. The charge control device according to any one of claims 2, 3 and 7, The evaluation value is an electricity rate evaluation value obtained by multiplying the effective power from the external power source to the battery, the unit price of the electricity rate, and a first weighting coefficient; a battery degradation evaluation value obtained by multiplying a time integral of a degradation characteristic coefficient indicating degradation of the battery during a time period from the completion of a previous drive of the moving object to the scheduled drive time by a second weighting coefficient; a charge completion evaluation value for evaluating whether or not charging of the battery will be completed by the scheduled drive time; A charging control device that is the sum of the above.

9. 9. The charge control device according to claim 8, When a user of the moving object places more importance on the electricity price than on deterioration of the battery, the first weighting factor is set to be larger than the second weighting factor; When the user places more importance on the deterioration of the battery than on the electricity price, the second weighting factor is set to be larger than the first weighting factor; When charging of the battery is completed by the scheduled drive time, the charge completion evaluation value is set to a low value. When charging of the battery is not completed by the scheduled drive time, the charge completion evaluation value is set to a high value.

10. 10. The charge control device according to claim 8, A charging control device, in which, when there is no change between the electricity price for the previous charging of the battery and the electricity price for the current charging of the battery, the charging schedule setting unit calculates the electricity price evaluation value using the electricity price for the previous charging of the battery.

11. 10. The charge control device according to claim 8, The charging schedule setting unit, when a user of the mobile body has a variable tariff contract in which the electricity rate varies depending on the balance of power supply and demand for each day, periodically obtains the electricity rate and calculates the electricity rate evaluation value using the electricity rate for the corresponding day.

12. The charge control device according to any one of claims 8 to 11, The charging schedule setting unit calculates the electricity rate evaluation value by taking into consideration time-series changes in the active power and the unit price of the electricity rate and the first weighting coefficient.

13. In the charge control device according to any one of claims 2, 3, and 7 to 12, The charge control device, wherein the charge schedule setting unit sets the charge schedule such that charging of the battery is terminated a predetermined time before the scheduled drive time.

14. A mobile object comprising the charge control device according to any one of claims 1 to 13 and a battery.

15. A charge control system comprising the charge control device according to any one of claims 1 to 13 and a battery.

16. A charge control method for controlling charging of a battery from an external power supply, comprising: A current SOC acquisition unit acquires a current SOC of the battery; A target SOC acquisition unit acquires a target SOC of the battery; An electricity rate acquisition unit acquires an electricity rate per unit power of the external power source; acquiring a degree of deterioration of the battery; acquiring an evaluation value relating to the electricity price and the degree of deterioration acceleration of the battery when charging the battery from the current SOC to the target SOC from a current time, and acquiring an evaluation value relating to the electricity price and the degree of deterioration acceleration of the battery when charging the battery from the current SOC to the target SOC from a time a certain time after the current time; a charging schedule setting unit comparing the acquired evaluation value for the current time with the acquired evaluation value for the time after the certain time, and setting the current time or the time after the certain time for the lower evaluation value of the compared evaluation values ​​as a charging start time at which charging of the battery is actually started, thereby setting a charging schedule for the battery such that a degree of accelerated deterioration of the battery is reduced; The charging control method includes:

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