Charger selection system, charger selection method, and charger selection program

Abstract

A charge control map for a charger stipulates the relationship between the maximum current and charging conditions that include at least one parameter from among the charger temperature, the state of charge (SOC) of a secondary battery mounted in an electric vehicle being charged, the voltage, and the time. The charge control map for the electric vehicle stipulates the relationship between the maximum current and charging conditions that include at least one parameter from among the secondary battery temperature, the SOC, the voltage, and the time. A charger selection unit (118) selects, from a plurality of chargers, the charger to use when charging any electric vehicle among a plurality of electric vehicles. The charger selection unit (118) selects at least one charger with the least limited charging performance for the electric vehicle to be charged.

Description

[Technical field]

[0001] The present disclosure relates to a charger selection system, a charger selection method, and a charger selection program that select a charger to be used for charging an electric vehicle from among a plurality of chargers. [Background technology]

[0002] In recent years, the use of electric vehicles such as electric vehicles (EVs) and plug-in hybrid vehicles (PHVs) has been expanding. As part of the associated infrastructure development, charging equipment is also becoming more and more widespread. With the evolution of small mobility and the spread of car sharing, charging equipment is now being used for a wide variety of electric vehicles. Charging equipment requires high durability and complex control.

[0003] In order to charge the secondary battery mounted on an electric vehicle as planned, it is necessary to charge it with charging equipment that meets the requirements of the vehicle. In this regard, a system has been proposed that matches electric vehicles with charging equipment based on information about the electric vehicle and information about the power supply of the charging equipment (for example, see Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Special Publication No. 2014-532350 Summary of the Invention [Problem to be solved by the invention]

[0005] The charging performance of charging equipment, including the upper limit charging current, varies depending on the model and time of introduction. The charging performance of electric vehicles also varies depending on the model and grade. If charging is done with charging equipment with a lower charging performance than the electric vehicle, the charging performance of the electric vehicle will not be fully utilized.

[0006] The present disclosure has been made in consideration of these circumstances, and has a purpose to provide a technique for appropriately selecting a charging facility to be used for charging a specific electric vehicle from among a plurality of charging facilities. [Means for solving the problem]

[0007] In order to solve the above problems, a charger selection system according to an embodiment of the present disclosure includes a first charge control map storage unit that stores charge control maps of a plurality of chargers, a second charge control map storage unit that stores charge control maps of a plurality of electric vehicles, and a charger selection unit that selects a charger to be used when charging any one of the plurality of electric vehicles from the plurality of chargers. The charge control map of the charger specifies the relationship between an upper limit current and charging conditions including at least one of the temperature of the charger, the SOC, the voltage, and the time of a secondary battery mounted on the electric vehicle to be charged, and the charge control map of the electric vehicle specifies the relationship between an upper limit current and charging conditions including at least one of the temperature, the SOC, the voltage, and the time of the secondary battery, and the charger selection unit selects at least one charger that is least restricted in charging performance of the electric vehicle to be charged.

[0008] Any combination of the above components and conversion of the present disclosure into an apparatus, method, system, computer program, etc. are also valid aspects of the present disclosure. Effect of the Invention

[0009] According to the present disclosure, it is possible to appropriately select charging equipment to be used for charging a specific electric vehicle from among a plurality of charging equipment. [Brief description of the drawings]

[0010] [Figure 1] 1 is a diagram for explaining an overview of a charger selection system according to an embodiment; [Diagram 2] FIG. 2 is a diagram illustrating an example of the configuration of a charger and an electric vehicle. [Diagram 3] 1 is a diagram illustrating a configuration example of a charger selection system according to an embodiment; [Figure 4] 4(a) and 4(b) are diagrams showing an example of a charge control map of a charger and a charge control map of an electric vehicle. [Diagram 5] FIG. 5 is a diagram showing a charging profile generated based on the charging control map of the charger A and the charging control map of the electric vehicle A shown in FIGS. 4(a)-(b). [Figure 6] 5 is a flowchart showing an example of a process for updating a charge control map of a charger and a charge control map of an electric vehicle. [Figure 7] 10 is a flowchart showing an example of a process for providing information about a recommended charger when performing fastest charging. [Figure 8] 10 is a flowchart showing an example of a process for providing information about a recommended charger when the fastest charging is not performed. [Figure 9] FIG. 13 is a diagram showing a configuration in which two chargers are connected to one distribution board. [Figure 10] FIG. 5 is a diagram showing a charging profile when two chargers are connected, which is generated based on the charging control map of charger A and the charging control map of electric vehicle A shown in FIGS. 4(a)-(b). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] FIG. 1 is a diagram for explaining an outline of a charger selection system 1 according to an embodiment. The charger selection system 1 according to an embodiment is a system suitable for use by a delivery company. The charger selection system 1 may be constructed, for example, on an in-house server installed in a facility or data center of a service provider that provides an operation management support service for electric vehicles 3. The charger selection system 1 may also be constructed on a cloud server used based on a cloud service contract. The charger selection system 1 may also be constructed on multiple servers that are distributed and installed at multiple bases (data centers, in-house facilities). The multiple servers may be any of a combination of multiple in-house servers, a combination of multiple cloud servers, and a combination of an in-house server and a cloud server.

[0012] Each delivery company owns multiple electric vehicles 3 and at least one charger 4, and has a delivery base for parking the multiple electric vehicles 3. The electric vehicles 3 are connected to the charger 4 via a charging cable 5, and the secondary battery installed in the electric vehicles 3 is charged from the charger 4 via the charging cable 5.

[0013] An operation management terminal device 7 is installed at the delivery base of the delivery company. The operation management terminal device 7 is configured by a PC, for example. The operation management terminal device 7 is used to manage multiple electric vehicles 3 belonging to the delivery base. The operation manager of the delivery company can use the operation management terminal device 7 to create delivery plans and charging plans for the multiple electric vehicles 3. The operation management terminal device 7 can access the charger selection system 1 via the network 2.

[0014] The network 2 is a general term for communication paths such as the Internet, a dedicated line, and a VPN (Virtual Private Network), and the communication medium and protocol are not important. For example, a mobile phone network (cellular network), a wireless LAN, a wired LAN, an optical fiber network, an ADSL network, a CATV network, etc. can be used as a communication medium. For example, TCP (Transmission Control Protocol) / IP (Internet Protocol), UDP (User Datagram Protocol) / IP, Ethernet (registered trademark), etc. can be used as a communication protocol.

[0015] A plurality of electric vehicles 3 have a wireless communication function and can be connected to a network 2. The electric vehicles 3 can transmit vehicle information to the charger selection system 1 via the network 2. A plurality of chargers 4 are connected to the network 2, and the chargers 4 can transmit charger information and a charging log to the charger selection system 1 via the network 2.

[0016] 2 is a diagram showing a configuration example of the charger 4 and the electric vehicle 3. The charger 4 includes a rectifier circuit 41, a PFC (Power Factor Correction) circuit 42, a DC / DC converter 43, a control unit 44, a current sensor 45, a voltage sensor 46, and a temperature sensor 47. In the embodiment, a quick charger that complies with CHAdeMO (registered trademark) is assumed.

[0017] The rectifier circuit 41 full-wave rectifies the AC voltage (e.g., three-phase AC 200V) supplied from the commercial power system 6. The PFC circuit 42 improves the power factor of the full-wave rectified power. The DC / DC converter 43 is an insulated DC / DC converter, and controls the current or voltage of the DC power supplied from the PFC circuit 42. The current sensor 45 detects the output current of the DC / DC converter 43 and outputs it to the control unit 44. The voltage sensor 46 detects the output voltage of the DC / DC converter 43 and outputs it to the control unit 44. The temperature sensor 47 detects the temperature inside the charger 4 and outputs it to the control unit 44. The temperature sensor 47 may be installed outside the charger 4 and detect the outside air temperature at the location where the charger 4 is installed and output it to the control unit 44.

[0018] The control unit 44 controls the output current or output voltage of the DC / DC converter 43 based on the input output current, output voltage, or temperature. The control unit 44 includes a microcontroller, a communication controller, and a non-volatile memory (for example, an EEPROM (Electrically Erasable Programmable Read-Only Memory), a flash memory).

[0019] In CHAdeMO and ChaoJi, CAN (Controller Area Network) is adopted as a communication method between the charger 4 and the electric vehicle 3 via the charging cable 5. Meanwhile, Combo adopts PLC (Power Line Telecommunication). The charging cable 5 conforming to CHAdeMO includes a CAN communication line. The control unit 44 includes a CAN controller as a communication controller for controlling communication with the vehicle control unit 36 ​​in the electric vehicle 3.

[0020] The control unit 44 also includes a LAN controller as a communication controller for connecting to the network 2. The control unit 44 can transmit charger information to the charger selection system 1 via the network 2. The charger information can include a charger ID, a model, a network address (e.g., IP address, MAC address), installation location information, administrator information, and the like.

[0021] The electric vehicle 3 includes a battery pack 31, a battery control unit 32, a current sensor 33, a voltage sensor 34, a temperature sensor 35, a vehicle control unit 36, a motor 37, an inverter 38, a first relay 39, a second relay 310, an on-board charger 311, a GPS sensor 312, a vehicle speed sensor 313, a wireless communication unit 314 and an antenna 315.

[0022] The battery pack 31 includes a plurality of cells connected in series or series-parallel. The cells may be lithium-ion battery cells, nickel-metal hydride battery cells, lead battery cells, etc. In the following description, an example using lithium-ion battery cells (nominal voltage: 3.6-3.7V) is assumed.

[0023] The current sensor 33 detects the current flowing through the battery pack 31 and outputs it to the battery control unit 32. The voltage sensor 34 detects the voltage of the battery pack 31 and outputs it to the battery control unit 32. Although not shown, the voltage sensor 34 can also detect the voltage of each of the multiple cells connected in series included in the battery pack 31. The temperature sensor 35 detects the temperature of the battery pack 31 and outputs it to the battery control unit 32. The temperature sensor 35 may be installed at multiple locations in the battery pack 31.

[0024] The battery control unit 32 (also referred to as BMU or BMS) includes a microcontroller, a communication controller, and a non-volatile memory. The battery control unit 32 and the vehicle control unit 36 ​​are connected via an in-vehicle network (e.g., CAN or LIN (Local Interconnect Network)). The communication controller controls communication with the vehicle control unit 36.

[0025] The battery control unit 32 estimates the SOC (State Of Charge), FCC (Full Charge Capacity), and SOH (State Of Health) of each of the multiple cells included in the battery pack 31.

[0026] The battery control unit 32 estimates the SOC by combining the OCV (Open Circuit Voltage) method and the current integration method. The OCV method is a method for estimating the SOC based on the cell's OCV and the cell's SOC-OCV curve. The cell's SOC-OCV curve is created in advance based on characteristic tests by the battery manufacturer and is registered in the internal memory of the microcontroller at the time of shipment.

[0027] The current integration method is a method of estimating the SOC based on the OCV at the start of charging and discharging the cell and the integrated value of the current flowing through the cell. In the current integration method, current measurement errors accumulate as the charging and discharging time becomes longer. Therefore, it is preferable to correct the SOC estimated by the current integration method using the SOC estimated by the OCV method.

[0028] The battery control unit 32 can estimate the FCC by dividing the current integrated value from the start to the end of charging / discharging by the change in SOC during that period. The SOC at the start and end of charging / discharging can be obtained from the measured OCV and SOC-OCV curve, respectively. The SOH is defined as the ratio of the current FCC to the initial FCC, and the lower the value (the closer to 0%), the more the deterioration has progressed.

[0029] The battery control unit 32 transmits the voltage, current, temperature, SOC, FCC and SOH of the battery pack 31 and each cell to the vehicle control unit 36 ​​via the in-vehicle network.

[0030] The vehicle control unit 36 ​​is a vehicle ECU (Electronic Control Unit) that controls the entire electric vehicle 3, and may be configured, for example, as an integrated VCM (Vehicle Control Module). The vehicle control unit 36 ​​includes a communication controller for connecting to an in-vehicle network, and a communication controller (for example, a CAN controller) for communicating with the control unit 44 of the charger 4 via the charging cable 5.

[0031] The electric vehicle 3 includes a three-phase AC motor as a drive motor 37. During power running, the inverter 38 converts DC power supplied from the battery pack 31 into AC power and supplies it to the motor 37. During regeneration, the inverter 38 converts AC power supplied from the motor 37 into DC power and supplies it to the battery pack 31. During power running, the motor 37 rotates according to the AC power supplied from the inverter 38. During regeneration, the motor 37 converts rotational energy generated by deceleration into AC power and supplies it to the inverter 38.

[0032] The first relay 39 is a contactor that is inserted into the wiring that connects the battery pack 31 and the inverter 38. When the vehicle is running, the vehicle control unit 36 ​​controls the first relay 39 to the on state (closed state) to electrically connect the battery pack 31 and the inverter 38. When the vehicle is not running, the vehicle control unit 36 ​​controls the first relay 39 to the off state (open state) as a general rule to electrically cut off the battery pack 31 and the inverter 38.

[0033] The second relay 310 is a relay that is inserted into a DC wiring that connects the battery pack 31 and an inlet into which the charging cable 5 is inserted. The battery control unit 32 controls the second relay 310 to the ON state during charging from the charger 4, and controls the second relay 310 to the OFF state after charging is completed.

[0034] The on-board charger 311 is used when charging with AC power by inserting an AC plug cable into a normal charger or a general-purpose AC outlet. The on-board charger 311 full-wave rectifies the AC voltage supplied via the AC plug cable, improves the power factor of the full-wave rectified power, and controls the current or voltage of the power-factor-improved DC power to supply it to the battery pack 31.

[0035] The GPS sensor 312 detects position information of the electric vehicle 3 and transmits the detected position information to the vehicle control unit 36. Specifically, the GPS sensor 312 receives radio waves including the respective transmission times from a plurality of GPS satellites, and calculates the latitude and longitude of the reception point based on the plurality of transmission times included in the plurality of received radio waves.

[0036] The vehicle speed sensor 313 generates a pulse signal proportional to the rotation speed of the axle, and transmits the generated pulse signal to the vehicle control unit 36. The vehicle control unit 36 ​​detects the speed of the electric vehicle 3 based on the pulse signal received from the vehicle speed sensor 313.

[0037] The wireless communication unit 314 performs signal processing for wirelessly connecting to the network 2 via the antenna 315. Examples of wireless communication networks to which the electric vehicle 3 can be wirelessly connected include a mobile phone network (cellular network), a wireless LAN, V2I (Vehicle-to-Infrastructure), V2V (Vehicle-to-Vehicle), an ETC system (Electronic Toll Collection System), and DSRC (Dedicated Short Range Communications).

[0038] The vehicle control unit 36 ​​can transmit vehicle information from the wireless communication unit 314 to the charger selection system 1 via the network 2. The vehicle information can include a vehicle ID, a vehicle model, a network address (e.g., IP address, MAC address), and the type and model number of the battery pack 31 mounted on the electric vehicle 3.

[0039] When the electric vehicle 3 and charger 4 are connected by the charging cable 5, the vehicle control unit 36 ​​can transmit the vehicle ID, the FCC and SOC of the battery pack 31, the charging current command value, etc. to the control unit 44 of the charger 4 via the CAN communication line in the charging cable 5.

[0040] The battery control unit 32 in the electric vehicle 3 generates a charging current command value as a control during charging. In the case of quick charging, the battery control unit 32 basically sets the upper limit current of the battery pack 31 to the charging current command value. From the viewpoint of ensuring safety during charging and suppressing deterioration of the battery pack 31, the battery control unit 32 changes the upper limit current according to the conditions during charging. For example, the higher the SOC of the battery pack 31, the lower the upper limit current. Also, the battery control unit 32 lowers the upper limit current the lower the temperature of the battery pack 31 is below room temperature or higher. Hereinafter, a map showing the relationship between the charging conditions during charging in the electric vehicle 3 and the upper limit current value is referred to as a vehicle charging control map.

[0041] The battery control unit 32 transmits the generated charging current command value to the control unit 44 of the charger 4 via the vehicle control unit 36 ​​and the charging cable 5. As a basic control, the control unit 44 of the charger 4 controls the DC / DC converter 43 so that the output current of the DC / DC converter 43 becomes the charging current command value received from the battery control unit 32.

[0042] The control unit 44 of the charger 4 limits the output current of the DC / DC converter 43 to an upper limit current or less as a control during charging. The control unit 44 of the charger 4 changes the upper limit current according to the conditions during charging from the viewpoint of ensuring safety during charging. For example, the control unit 44 may lower the upper limit current as the temperature of the charger 4 increases. The control unit 44 may also lower the upper limit current as the SOC of the battery pack 31 being charged increases. Hereinafter, a relationship between the charging conditions during charging in the charger 4 and the upper limit current value will be referred to as a charger charging control map.

[0043] When the charging current command value received from the battery control unit 32 is higher than the upper limit current according to the conditions during charging, the control unit 44 of the charger 4 limits the output current of the DC / DC converter 43 to the upper limit current set by the control unit 44.

[0044] After charging of the electric vehicle 3 is completed, the control unit 44 of the charger 4 transmits a charging log to the charger selection system 1 via the network 2. Prior to transmitting the charging log, the control unit 44 of the charger 4 receives transition data of the battery pack ID, SOC, voltage, current, and temperature of the battery pack 31 being charged from the vehicle control unit 36.

[0045] The charging log sent from the charger 4 to the charger selection system 1 can include the charger ID, vehicle ID, charging start time, charging end time, output current, output voltage, temperature, battery pack ID of the battery pack 31, SOC, voltage, current, temperature, the charging current command value sent from the electric vehicle 3 to the charger 4, SOC trend data, etc.

[0046] 3 is a diagram showing an example of the configuration of a charger selection system 1 according to an embodiment. The charger selection system 1 includes a processing unit 11, a storage unit 12, and a communication unit 13. The communication unit 13 is a communication interface for connecting to a network 2 in a wired or wireless manner.

[0047] The processing unit 11 includes a vehicle information acquisition unit 111, a charger information acquisition unit 112, a charging log acquisition unit 113, a charging control map update unit 114, a charger search reception unit 115, a charging time determination unit 116, a charging profile generation unit 117, a charger selection unit 118 and a charger guidance notification unit 119.

[0048] The functions of the processing unit 11 can be realized by the cooperation of hardware resources and software resources, or by hardware resources alone. As hardware resources, a CPU, ROM, RAM, GPU (Graphics Processing Unit), ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), and other LSIs can be used. As software resources, programs such as an operating system and applications can be used.

[0049] The storage unit 12 includes a charger master storage unit 121, a vehicle master storage unit 122, a charger charging control map storage unit 123, and a vehicle charging control map storage unit 124. The storage unit 12 includes a non-volatile recording medium such as an HDD or SSD, and stores various data.

[0050] The charger master storage unit 121 stores master information of the chargers 4 registered in the charger selection service. The chargers 4 registered in the charger selection service also include chargers 4 installed in public charging stations. The master information of the charger 4 includes the charger ID, model, network address, installation location, administrator, catalog specifications, etc.

[0051] The vehicle master holding unit 122 holds master information of the electric vehicle 3 registered in the charger selection service. The master information of the electric vehicle 3 includes a vehicle ID, a model, a network address, an administrator, a type of the mounted battery pack 31, a model number, catalog specifications, and the like.

[0052] The charger charge control map storage unit 123 stores charge control maps of multiple chargers 4 registered in the charger master storage unit 121. The charge control map of the charger 4 specifies an upper limit current according to the temperature of the charger 4, an upper limit current according to the SOC (or voltage) of the battery pack 31 to be charged, or an upper limit current according to a combination of the temperature of the charger 4 and the SOC (or voltage) of the battery pack 31 to be charged. Time can also be used as a charging condition during charge control. For example, as a measure against rush current at the start of charging, the charger 4 may perform slow start control such as charging at 10 A or less for 5 minutes after the start of charging. In this case, the upper limit current at the start of charging is specified by only time, or a combination of time and temperature.

[0053] The vehicle charge control map storage unit 124 stores charge control maps of the multiple electric vehicles 3 registered in the vehicle master storage unit 122. The charge control map of the electric vehicle 3 specifies an upper limit current according to the temperature of the battery pack 31, an upper limit current according to the SOC (or voltage) of the battery pack 31, and an upper limit current according to a combination of the temperature of the battery pack 31 and the SOC (or voltage) of the battery pack 31. Time can also be used as a charge condition during charge control.

[0054] 4(a)-(b) are diagrams showing an example of a charging control map for the charger 4 and an example of a charging control map for the electric vehicle 3. Fig. 4(a) shows an example of a map that defines an upper limit current according to a combination of the temperature of the charger 4 in the charger A and the SOC of the battery pack 31 to be charged. Fig. 4(b) shows an example of a map that defines an upper limit current according to a combination of the temperature of the battery pack 31 in the electric vehicle A and the SOC of the battery pack 31.

[0055] 4(a) shows an example in which the upper limit current is changed according to the SOC of the battery pack 31 to be charged, without considering the temperature of the charger 4. Note that the upper limit current may be changed according to a combination of the SOC of the battery pack 31 to be charged and the temperature of the charger 4. Also, the upper limit current may be changed according to the temperature of the charger 4, without considering the SOC of the battery pack 31 to be charged.

[0056] For a typical lithium-ion battery, the OCV is 2.9 V at 0% SOC, 3.3 V at 10% SOC, 3.7 V at 48% SOC, 4.0 V at 80% SOC, and 4.2 V at 100% SOC. The battery control unit 32 can also estimate the SOC based on the OCV per cell, which is calculated by dividing the OCV of the entire battery pack 31 by the number of lithium-ion battery cells connected in series in the battery pack 31.

[0057] 4(b) shows an example of changing the upper limit current depending on the temperature and SOC of the battery pack 31. Note that the voltage of the battery pack 31 may be used instead of the SOC of the battery pack 31. Also, the upper limit current may be changed depending on the temperature of the battery pack 31 without considering the SOC or voltage of the battery pack 31, or the upper limit current may be changed depending on the SOC or voltage of the battery pack 31 without considering the temperature of the battery pack 31.

[0058] The initial values ​​of the charge control map of the charger 4 are registered by the administrator of the charger selection system 1 based on the catalog specifications of the charger 4. Items that cannot be read from the catalog specifications of the charger 4 may be left blank or an estimated value may be registered. Similarly, the initial values ​​of the charge control map of the electric vehicle 3 are registered by the administrator of the charger selection system 1 based on the catalog specifications of the battery pack 31 mounted on the electric vehicle 3.

[0059] The vehicle information acquisition unit 111 acquires the vehicle information transmitted from the electric vehicle 3 and registers it in the vehicle master holding unit 122. The charger information acquisition unit 112 acquires the charger information transmitted from the charger 4 and registers it in the charger master holding unit 121.

[0060] The charging log acquisition unit 113 acquires the charging log transmitted from the charger 4. The charging control map update unit 114 estimates the charging control by the battery control unit 32 of the electric vehicle 3 based on the vehicle ID, the SOC of the battery pack 31, the temperature, and transition data of the charging current command value included in the acquired charging log.

[0061] Generally, the internal resistance of the battery pack 31 increases with age, and the capacity decreases. When the internal resistance increases, heat generation increases even if the same current is passed through the battery pack 31. Many battery manufacturers incorporate a control system that reduces the upper limit current used for charging control by the battery control unit 32 according to the progress of the age deterioration of the battery pack 31.

[0062] Based on the vehicle ID included in the acquired charging log, the charging control map update unit 114 reads out the charging control map of the electric vehicle 3 from the vehicle charging control map storage unit 124. Based on the estimated charging control of the electric vehicle 3, the charging control map update unit 114 updates the read charging control map of the electric vehicle 3 as necessary.

[0063] Specifically, the charge control map update unit 114 compares the SOC, temperature, and charge current command value of the battery pack 31 contained in the acquired charge log with the corresponding SOC, temperature, and upper limit current in the read charge control map, and if the charge current command value is lower than the upper limit current, updates the upper limit current to the charge current command value.

[0064] In addition, the charging control map update unit 114 estimates the charging control by the control unit 44 of the charger 4 based on the trend data of the charger ID, the output current of the charger 4, the temperature, the SOC of the battery pack 31, and the charging current command value contained in the acquired charging log.

[0065] Generally, power elements (e.g., Metal-Oxide Semiconductor Field-Effect Transmitters (MOSFETs) and Insulated Gate Bipolar Transistors (IGBTs)) used in the DC / DC converter 43 in the charger 4 deteriorate over time. This deterioration reduces the conversion efficiency of the power elements and increases heat generation. Other elements (e.g., electrolytic capacitors, coils, fans) in the charger 4 also deteriorate over time. Many charger manufacturers incorporate control that reduces the upper limit current used for control during charging in accordance with the progression of deterioration of the charger 4 over time.

[0066] Based on the charger ID included in the acquired charging log, the charging control map update unit 114 reads out the charging control map of the charger 4 from the charger charging control map storage unit 123. Based on the estimated charging control of the charger 4, the charging control map update unit 114 updates the read charging control map of the charger 4 as necessary.

[0067] Specifically, the charge control map update unit 114 compares the SOC of the battery pack 31, the temperature of the charger 4, and the output current contained in the acquired charging log with the corresponding SOC, temperature, and upper limit current in the read charging control map, and if the output current is lower than the upper limit current, updates the upper limit current to the output current. Note that if the output current is lower than the upper limit current to satisfy the requirement of the charging current command value, the charge control map update unit 114 does not update the upper limit current.

[0068] The charger search reception unit 115 receives a search request for a charger 4 to be used for charging the electric vehicle 3 from the electric vehicle 3 or the operation management terminal device 7 via the network 2. The search request from the electric vehicle 3 includes at least a vehicle ID. In addition, at least one of the current location information (latitude and longitude) of the electric vehicle 3, a specified charging time (e.g., desired shortest time, between XX and YY), a driving plan (e.g., a destination set in a car navigation system), and the SOC of the battery pack 31 and a target charging SOC may be included.

[0069] The search request from the fleet management terminal device 7 also includes at least the vehicle ID. In addition, at least one of the current location information of the electric vehicle 3, the designated charging time, the delivery plan, the charging plan, the SOC of the battery pack 31, and the target charging SOC may be included.

[0070] The charging time determination unit 116 determines the charging time based on the received search request for the charger 4. When the search request includes a designated charging time, the charging time determination unit 116 determines the charging time to be the designated charging time. When the search request from the electric vehicle 3 does not include a designated charging time, the charging time determination unit 116 determines the shortest charging time. When the search request from the operation management terminal device 7 does not include a designated charging time and a charging plan but includes a delivery plan, the charging time determination unit 116 determines the charging time (charging start time and charging end time) based on the delivery plan.

[0071] When the charging time determination unit 116 sets the charging time to the shortest, the charger selection unit 118 selects a charger 4 that does not have a limit on the charging performance of the electric vehicle 3 to be charged from among the multiple chargers 4 registered in the charger master holding unit 121. That is, the charger selection unit 118 selects a charger 4 that has a charging performance that includes the maximum charging performance of the electric vehicle 3 to be charged.

[0072] When the search request for a charger 4 includes the current location information of the electric vehicle 3, the charger selection unit 118 may set only chargers 4 located within a predetermined distance from the current location of the electric vehicle 3 as selection candidates from among the multiple chargers 4 registered in the charger master holding unit 121. For example, the charger selection unit 118 may set only chargers 4 located within a radius of X km around the current location of the electric vehicle 3 as selection candidates.

[0073] The charging profile generation unit 117 reads out the charging control map of the charger 4 as a selection candidate from the charger charging control map storage unit 123, and reads out the charging control map of the electric vehicle 3 to be charged from the vehicle charging control map storage unit 124. The charging profile generation unit 117 combines the charging control map of the charger 4 as a selection candidate with the charging control map of the electric vehicle 3 to be charged to generate a charging profile for each selection candidate. Specifically, the charging profile generation unit 117 plots the smaller of the upper limit current defined in the charging control map of the charger 4 as a selection candidate and the upper limit current defined in the charging control map of the electric vehicle 3 to be charged for each charging condition.

[0074] Fig. 5 is a diagram showing a charging profile generated based on the charging control map of charger A and the charging control map of electric vehicle A shown in Fig. 4(a)-(b). For example, for a combination of SOC in the range of 0-10% and temperature in the range of 0-10°C, the upper limit current of charger A is specified as 30 [A] and the upper limit current of electric vehicle A is specified as 8 [A]. In this case, the charging profile under the same conditions is 8 [A].

[0075] The charger selection unit 118 refers to the charging profile for each selection candidate generated by the charging profile generation unit 117 and determines whether or not there is a charger 4 that does not limit the charging performance of the electric vehicle 3 to be charged under all conditions during charging. If there is a charger 4, the charger selection unit 118 selects that charger 4 as a recommended charger. If there are multiple chargers, the charger selection unit 118 selects those multiple chargers 4 as recommended chargers. If the search request for a charger 4 includes current location information of the electric vehicle 3, the charger selection unit 118 may prioritize the multiple chargers 4 in order of proximity to the current location of the electric vehicle 3.

[0076] If there is no charger 4 that does not restrict the charging performance of the electric vehicle 3 to be charged under all charging conditions, the charger selection unit 118 selects the charger 4 that has the fewest charging conditions that restrict the charging performance of the electric vehicle 3 to be charged as the recommended charger.

[0077] When the search request for the charger 4 includes the SOC of the battery pack 31 mounted on the electric vehicle 3, the charger selection unit 118 may select a charger 4 that does not limit the charging performance of the electric vehicle 3, based on the upper limit current of the SOC condition of the charging profile for each selection candidate. At that time, a charger 4 that can charge the electric vehicle 3 at maximum performance in both its own charging performance and the charging performance of the electric vehicle 3 may be selected.

[0078] Furthermore, when temperature information of the area where the candidate charger 4 is installed is acquired from a weather forecast server (not shown) via the network 2, the charger selection unit 118 may select a charger 4 that does not limit the charging performance of the electric vehicle 3, based on the SOC of the charging profile for each candidate charger 4 and the upper limit current for the temperature condition. At that time, a charger 4 that can charge the electric vehicle 3 at the maximum performance may be selected.

[0079] The charger guidance notification unit 119 notifies the electric vehicle 3 or the operation management terminal device 7 that has requested the search for the charger 4 of guidance information for the recommended charger selected by the charger selection unit 118. The recommended charger guidance information includes location information of the recommended charger.

[0080] When the target charging time has been set by the charging time determination unit 116, and when the current SOC and the target charging SOC of the battery pack 31 are included in the search request for a charger 4, the charger selection unit 118 selects, from among a plurality of registered chargers 4, a charger 4 that can complete charging of the electric vehicle 3 to be charged up to the target SOC within the target charging time, as a recommended charger.

[0081] If the search request for the charger 4 does not include the current SOC, the charger selection unit 118 may assume that the current SOC is 0%. If the search request for the charger 4 does not include the target charging SOC, the charger selection unit 118 may assume that the target charging SOC is 100%.

[0082] If the search request for a charger 4 includes current location information of the electric vehicle 3, the charger selection unit 118 may select only chargers 4 located within a specified distance from the current location of the electric vehicle 3 from among the multiple chargers 4 registered in the charger master holding unit 121 as selection candidates.

[0083] The charger selection unit 118 refers to the charging profile for each selection candidate generated by the charging profile generation unit 117, and selects, as a recommended charger, a charger 4 that can complete charging of the electric vehicle 3 to be charged up to the target SOC within the target charging time. For example, in the case of a profile for constant current charging, if the current rate calculated by dividing the capacity corresponding to the difference between the charging target SOC and the current SOC by the target charging time is equal to or lower than the upper limit current, charging can be completed within the target charging time.

[0084] The charger selection unit 118 may select a charger 4 capable of completing charging within the target charging time based on the upper limit current of the SOC range during charging in the charging profile of each selection candidate. In addition, when expected temperature information for each charging time slot in the area where the selection candidate charger 4 is installed is acquired from a weather forecast server (not shown), the charger selection unit 118 may select a charger 4 capable of completing charging within the target charging time based on the upper limit current corresponding to a combination of the SOC range during charging in the charging profile of each selection candidate and the expected temperature for each charging time slot.

[0085] When there are multiple chargers 4 that can complete charging within the target charging time, the charger selection unit 118 selects the multiple chargers 4 as recommended chargers. When the current location information of the electric vehicle 3 is included in the search request for a charger 4, the charger selection unit 118 may prioritize the multiple chargers 4 in order of proximity to the current location of the electric vehicle 3. Furthermore, for the purpose of ensuring safety during charging and suppressing deterioration of the battery pack 31, the charger selection unit 118 may prioritize the multiple chargers 4 in order of decreasing upper limit current.

[0086] If there is no charger 4 that can complete charging of the electric vehicle 3 to be charged within the target charging time, the charger selection unit 118 selects, from the chargers 4 that are candidates for selection, the charger 4 that can bring the SOC of the battery pack 31 to be charged closest to the target SOC within the target charging time as the recommended charger.

[0087] The charger guide notifying unit 119 notifies the electric vehicle 3 or the operation management terminal device 7 that has made the search request for the charger 4 of guide information for the recommended charger selected by the charger selecting unit 118 .

[0088] 6 is a flowchart showing an example of a process for updating the charge control map of the charger 4 and the charge control map of the electric vehicle 3. The charge log acquisition unit 113 acquires a charge log transmitted from a charger 4 that has completed charging the electric vehicle 3 (S10). The charge control map update unit 114 estimates the charge control by the control unit 44 of the charger 4 from data included in the acquired charge log (S11). The charge control map update unit 114 updates the charge control map of the charger 4 read from the charger charge control map storage unit 123 as necessary based on the estimated charge control of the charger 4 (S12).

[0089] The charge control map update unit 114 estimates the charge control by the battery control unit 32 of the electric vehicle 3 from the data included in the acquired charge log (S13). The charge control map update unit 114 updates the charge control map of the electric vehicle 3 read from the vehicle charge control map storage unit 124 as necessary based on the estimated charge control of the electric vehicle 3 (S14).

[0090] 7 is a flowchart showing an example of a process for providing information about a recommended charger when performing the fastest charging. The charger search reception unit 115 receives a search request for a charger 4 to be used for charging the electric vehicle 3 from the electric vehicle 3 or the operation management terminal device 7 (S20). The charging profile generation unit 117 reads out a charging control map of the electric vehicle 3 to be charged from the vehicle charging control map storage unit 124 (S21). The charging profile generation unit 117 reads out charging control maps of multiple chargers 4 that are candidates for selection from the charger charging control map storage unit 123 (S22).

[0091] The charging profile generation unit 117 combines the charging control map of the electric vehicle 3 to be charged with the charging control maps of the multiple selection candidate chargers 4 to generate a charging profile for each of the selection candidate chargers 4 (S23). The charger selection unit 118 references the generated charging profile for each selection candidate and selects, as a recommended charger, a charger 4 that does not limit the charging performance of the electric vehicle 3 to be charged under the predicted charging conditions (S24). The charger guidance notification unit 119 notifies the search request source electric vehicle 3 or the operation management terminal device 7 of guidance information for the selected recommended charger (S25).

[0092] 8 is a flowchart showing an example of a process for providing information about a recommended charger when the fastest charging is not performed. The charger search reception unit 115 receives a search request for a charger 4 to be used for charging the electric vehicle 3 from the electric vehicle 3 or the operation management terminal device 7 (S30). The charging time determination unit 116 determines the charging time based on various information included in the received search request for the charger 4 (S31).

[0093] The charging profile generating unit 117 reads out the charging control map of the electric vehicle 3 to be charged from the vehicle charging control map holding unit 124 (S32). The charger selecting unit 118 narrows down the selection candidates from the multiple chargers 4 registered in the charger master holding unit 121 to chargers 4 within a predetermined distance from the current position of the electric vehicle 3 (S33). The charging profile generating unit 117 reads out the charging control maps of the multiple selection candidates chargers 4 from the charger charging control map holding unit 123 (S34).

[0094] The charging profile generation unit 117 combines the charging control map of the electric vehicle 3 to be charged with the charging control maps of the multiple selection candidate chargers 4 to generate a charging profile for each of the selection candidate chargers 4 (S35). The charger selection unit 118 references the generated charging profile for each selection candidate and selects a charger 4 that can complete charging to the target SOC within the determined charging time as a recommended charger (S36). The charger guidance notification unit 119 notifies the search request source electric vehicle 3 or the operation management terminal device 7 of guidance information for the selected recommended charger (S37).

[0095] In some charging stations, multiple chargers 4 are connected to a single distribution board that is connected to the commercial power system 6. Also, some models have one charger 4 equipped with multiple charging ports. Hereinafter, in this specification, a charger 4 that has multiple DC / DC converters 43 in parallel inside the housing of one charger 4 and has multiple charging ports will also be treated as multiple chargers 4.

[0096] 9 is a diagram showing a configuration in which two chargers 4 are connected to one distribution board 8. For example, if the allowable current of the breaker in the distribution board 8 is 30 A, when one charger 4 is used to charge one electric vehicle 3, a maximum current of 30 A can be drawn from the distribution board 8. In contrast, when two chargers 4 are used to charge two electric vehicles 3 simultaneously, the maximum current that each charger 4 can draw from the distribution board 8 drops to a maximum of 15 A.

[0097] Fig. 10 is a diagram showing a charging profile when two vehicles are connected, which was generated based on the charging control map of charger A and the charging control map of electric vehicle A shown in Fig. 4(a)-(b). The charging profile in Fig. 5 shows the charging profile when one vehicle is connected. In the charging profile in Fig. 10, the upper limit current is limited to 15 [A] for the combination of SOC in the range of 0-10% and temperature in the range of 10-45°C, and the combination of SOC in the range of 10-48% and temperature in the range of 10-45°C.

[0098] When at least two chargers 4 are connected to the commercial power system 6 via one breaker, the charging profile generation unit 117 generates a charging profile for each number of uses. The charger selection unit 118 switches the charging profile to be referenced for at least two chargers 4 connected to one breaker according to the predicted number of uses. That is, when selecting a recommended charger, the charger selection unit 118 uses an upper limit current according to the predicted number of uses for at least two chargers 4 connected to one breaker.

[0099] For example, the predicted number of use during the day may be fixed at 1, and the predicted number of use at night may be fixed at 2. Furthermore, when a charging plan for multiple chargers 4 connected to one breaker can be acquired, the charger selection unit 118 may determine the predicted number of use based on the charging plan.

[0100] As described above, according to this embodiment, it is possible to appropriately select a charger 4 to be used for charging a specific electric vehicle 3 from among a plurality of chargers 4. If the charger 4 cannot satisfy the current request from the electric vehicle 3, the electric vehicle 3 cannot be charged as planned. In contrast, according to this embodiment, by selecting a charger 4 that does not limit the charging performance of the electric vehicle 3, it is possible to charge the electric vehicle 3 as planned. Furthermore, even if there is no charger 4 that can charge the electric vehicle 3 as planned, it is possible to select a charger 4 that can realize charging close to the plan as an alternative.

[0101] Also, by estimating the charging performance of the charger 4 and the electric vehicle 3 using the charging log and updating the charging control map of the charger 4 and the charging control map of the electric vehicle 3, matching based on the actual charging performance can be performed. On the other hand, when matching the charger 4 and the electric vehicle 3 based on the catalog specifications of the charger 4 and the electric vehicle 3, a charger 4 that cannot charge the electric vehicle 3 as required may be selected due to a discrepancy between the catalog specifications of the charger 4 and the actual performance or deterioration of the charger 4. In this case, the charging time will be longer than expected.

[0102] Detailed charging control of the charger 4 and the electric vehicle 3 is treated as a black box by each manufacturer, and it is difficult to identify detailed charging control from catalog specifications. In contrast, in this embodiment, charging control of the charger 4 and the electric vehicle 3 can be learned from a charging log, and thus charging control of the charger 4 and the electric vehicle 3 can be estimated with high accuracy.

[0103] The charging performance of charger 4 also depends on the quality of the power supplied from commercial power grid 6. However, since the charging log for when the quality of the power from commercial power grid 6 is poor is also learned, it is possible to reduce cases where charging cannot be done as planned due to the influence of commercial power grid 6.

[0104] In the future, as chargers 4 become more widespread, it is expected that cheap, low-performance products will appear on the market. It is also expected that the number of chargers 4 that are unable to output as specified due to aging will increase. It is also expected that the charging performance of electric vehicles 3 will improve due to the increase in the capacity of the battery packs 31 mounted on electric vehicles 3 and the increase in models that support rapid charging. As such, it is expected that the number of chargers 4 that cannot meet the requirements of electric vehicles 3 will increase in the future.

[0105] Furthermore, in this embodiment, by taking into consideration the deterioration of the charging performance on the electric vehicle 3 side, it is possible to realize optimal matching between the charger 4 and the electric vehicle 3. By extracting a combination that brings out the maximum performance of both, it is possible to utilize the charging performance of both without excess or deficiency. This contributes to efficient operation of all chargers 4 registered in the charger selection system 1.

[0106] Furthermore, in this embodiment, it is possible to take into account individual differences in the charger 4 and the influence of current limitations imposed by the breaker between the charger 4 and the commercial power grid 6, thereby achieving more optimal matching between the charger 4 and the electric vehicle 3.

[0107] Furthermore, in this embodiment, even in the case of low current charging from the viewpoint of ensuring safety during charging and suppressing deterioration of the battery pack 31, a charger 4 capable of charging according to the planned charging time can be selected.

[0108] The present disclosure has been described above based on the embodiments. The embodiments are merely examples, and it will be understood by those skilled in the art that various modifications are possible in the combination of each component and each processing step, and that such modifications are also within the scope of the present disclosure.

[0109] In the above embodiment, the charge control map of the charger 4 and the charge control map of the charged electric vehicle 3 are updated based on the charging log acquired from the charger 4. In this regard, only the charge control map of the charger 4 may be updated based on the charging log. In other words, the charge control map of the electric vehicle 3 may be set to fixed values ​​(for example, values ​​that can be read from catalog specifications).

[0110] The charger 4 may also transmit the charging log of the electric vehicle 3 that is not registered in the vehicle master storage unit 122 to the charger selection system 1. In this case, too, only the charging control map of the charger 4 is updated based on the charging log.

[0111] In the above embodiment, a four-wheeled electric vehicle is assumed as the electric vehicle 3. In this regard, an electric motorcycle (electric scooter), an electric bicycle, or an electric kick scooter may also be used. Furthermore, electric vehicles include not only full-standard electric vehicles, but also low-speed electric vehicles such as golf carts and land cars used in shopping malls and entertainment facilities.

[0112] The embodiment may be specified by the following items.

[0113] [Item 1] a first charge control map storage unit (123) that stores charge control maps of a plurality of chargers (4); a second charge control map storage unit (124) that stores charge control maps for a plurality of electric vehicles (3); a charger selection unit (118) that selects, from the plurality of chargers (4), a charger (4) to be used when charging any one of the plurality of electric vehicles (3), a charging control map of the charger (4) that defines a relationship between a charging condition, including at least one of a temperature of the charger (4), a state of charge (SOC), a voltage, and a time of a secondary battery (31) mounted on the electric vehicle (3) to be charged, and an upper limit current; a charging control map for the electric vehicle (3) that defines a relationship between a charging condition including at least one of a temperature, a SOC, a voltage, and a time of the secondary battery (31) and an upper limit current; The charger selection system (1) is characterized in that the charger selection unit (118) selects at least one charger (4) that has the least restrictions on charging performance of the electric vehicle (3) to be charged. This makes it possible to select a charger (4) that can charge the electric vehicle (3) as planned. [Item 2] a charging control map of the charger (4) defines an upper limit current according to a temperature of the charger (4), an upper limit current according to a SOC or a voltage of a secondary battery (31) mounted in the electric vehicle (3) to be charged, or an upper limit current according to a combination of the temperature of the charger (4) and the SOC or the voltage of the secondary battery (31); The charger selection system (1) described in item 1, characterized in that the charging control map of the electric vehicle (3) specifies an upper limit current according to a temperature of the secondary battery (31), an upper limit current according to a SOC or a voltage of the secondary battery (31), or an upper limit current according to a combination of the temperature of the secondary battery (31) and the SOC or the voltage of the secondary battery (31). This makes it possible to select a charger (4) that can charge the electric vehicle (3) as planned. [Item 3] The charger selection system (1) described in item 1 or 2, wherein the charger selection unit (118) selects a charger (4) that does not limit the charging performance of the electric vehicle (3) under predicted conditions for charging the electric vehicle (3). This can increase the probability of selecting a charger (4) that can charge the electric vehicle (3) as planned. [Item 4] a charging log acquisition unit (113) that acquires a charging log from any one of the plurality of chargers (4); a charge control map update unit (114) that updates the charge control map stored in the first charge control map storage unit (123) based on the acquired charge log; The charger selection system (1) according to any one of items 1 to 3, further comprising: This allows the actual charging performance of the charger (4) to be reflected in the charging control map. [Item 5] The charger selection system (1) described in item 4, wherein the charge control map update unit (114) further updates the charge control map of the electric vehicle (3) stored in the second charge control map storage unit (124) based on the acquired charge log. This allows the actual charging performance of the electric vehicle (3) to be reflected in the charging control map. [Item 6] A charging time determination unit (116) that determines a charging time based on information included in the search request for the charger (4), The charger selection system (1) according to any one of items 1 to 5, characterized in that, when the charging time is determined by the charging time determination unit (116), the charger selection unit (118) selects, from the plurality of chargers (4), a charger (4) that will complete a target charging within the determined charging time. According to this, even if the fastest charging is not performed, it is possible to select a charger (4) capable of charging according to the charging plan. [Item 7] The charger selection system (1) according to any one of items 1 to 6, characterized in that, when at least two chargers (4) are connected to a power grid (6) via one breaker (8), the charger selection unit (118) uses an upper limit current for the at least two chargers (4) according to a predicted number of uses. This allows the selection of the charger (4) to be influenced by the connection mode between the charger (4) and the power system (6). [Item 8] selecting, from among the plurality of chargers (4), a charger (4) to be used when charging any one of the plurality of electric vehicles (3) by referring to a charge control map for the plurality of chargers (4), which defines a relationship between an upper limit current and a charging condition including at least one of a temperature of the charger (4), a state of charge (SOC), a voltage, and a time of a secondary battery (31) mounted on the electric vehicle (3) to be charged, and a charging control map for the plurality of electric vehicles (3), which defines a relationship between an upper limit current and a charging condition including at least one of a temperature of the secondary battery (31), a SOC, a voltage, and a time of the secondary battery (31); The charger selection method is characterized in that the step of selecting at least one charger (4) having the least limited charging performance for the electric vehicle (3) to be charged. This makes it possible to select a charger (4) that can charge the electric vehicle (3) as planned. [Item 9] a computer is caused to execute a process of selecting, from among a plurality of chargers (4), a charge control map for the plurality of chargers (4) that defines a relationship between an upper limit current and charging conditions including at least one of a temperature of the charger (4), a state of charge (SOC), a voltage, and a time of a secondary battery (31) mounted on the electric vehicle (3) to be charged, and a charge control map for the plurality of electric vehicles (3) that defines a relationship between an upper limit current and charging conditions including at least one of a temperature of the secondary battery (31), a SOC, a voltage, and a time of the secondary battery (31); The charger selection program is characterized in that the process selects at least one charger (4) that has the least limited charging performance for the electric vehicle (3) to be charged. This makes it possible to select a charger (4) that can charge the electric vehicle (3) as planned. [Industrial Applicability]

[0114] The present disclosure can be used to select a charger for an electric vehicle. [Explanation of symbols]

[0115] 1 Charger selection system, 2 Network, 3 Electric vehicle, 4 Charger, 5 Charging cable, 6 Commercial power system, 7 Operation management terminal device, 8 Distribution board, 11 Processing unit, 111 Vehicle information acquisition unit, 112 Charger information acquisition unit, 113 Charging log acquisition unit, 114 Charging control map update unit, 115 Charger search reception unit, 116 Charging time determination unit, 117 Charging profile generation unit, 118 Charger selection unit, 119 Charger information notification unit, 12 Memory unit, 121 Charger master storage unit, 122 Vehicle master storage unit, 123 Charger charging control map storage unit, 124 Vehicle charging control map storage unit, 31 Battery pack, 32 Battery control unit, 33 Current sensor, 34 Voltage sensor, 35 Temperature sensor, 36 Vehicle control unit, 37 Motor, 38 inverter, 39 first relay, 310 second relay, 311 on-board charger, 312 GPS sensor, 313 vehicle speed sensor, 314 wireless communication unit, 315 antenna, 41 rectifier circuit, 42 PFC circuit, 43 DC / DC converter, 44 control unit, 45 current sensor, 46 voltage sensor, 47 temperature sensor.

Claims

1. a first charge control map storage unit that stores charge control maps of a plurality of chargers; a second charge control map storage unit that stores charge control maps of a plurality of electric vehicles; a charger selection unit that refers to a charge control map of the plurality of chargers and a charge control map of the plurality of electric vehicles, and selects, from the plurality of chargers, a charger to be used when charging any one of the plurality of electric vehicles; a charging control map of the charger that defines a relationship between a charging condition including at least one of a temperature of the charger, a state of charge (SOC), a voltage, and a time of a secondary battery mounted on an electric vehicle to be charged, and an upper limit current; a charging control map for the electric vehicle that defines a relationship between a charging condition including at least one of a temperature, an SOC, a voltage, and a time of the secondary battery and an upper limit current; The charger selection system according to claim 1, wherein the charger selection unit selects at least one charger that has the least limited charging performance for the electric vehicle to be charged.

2. a charging control map of the charger defines an upper limit current according to a temperature of the charger, an upper limit current according to an SOC or a voltage of a secondary battery mounted in an electric vehicle to be charged, or an upper limit current according to a combination of the temperature of the charger and an SOC or a voltage of the secondary battery; 2. The charger selection system according to claim 1, wherein the charging control map for the electric vehicle specifies an upper limit current according to a temperature of the secondary battery, an upper limit current according to an SOC or a voltage of the secondary battery, or an upper limit current according to a combination of the temperature of the secondary battery and an SOC or a voltage of the secondary battery.

3. 3. The charger selection system according to claim 1, wherein the charger selection unit selects a charger that does not limit the charging performance of the electric vehicle under predicted conditions for charging the electric vehicle.

4. a charging log acquisition unit that acquires a charging log from any one of the plurality of chargers; a charge control map update unit that updates the charge control map stored in the first charge control map storage unit based on the acquired charge log; The charger selection system according to any one of claims 1 to 3, further comprising:

5. 5. The charger selection system according to claim 4, wherein the charge control map update unit further updates the charge control map of the electric vehicle stored in the second charge control map storage unit based on the acquired charge log.

6. A charging time determination unit that determines a charging time based on information included in the charger search request, 6. The charger selection system according to claim 1, wherein, when the charging time is determined by the charging time determination unit, the charger selection unit selects, from the plurality of chargers, a charger that will complete a target charging within the determined charging time.

7. 7. The charger selection system according to claim 1, wherein, when at least two chargers are connected to a power grid via one breaker, the charger selection unit uses an upper limit current according to a predicted number of uses for the upper limit current of the at least two chargers.

8. selecting, from among the plurality of chargers, a charger to be used when charging any one of the plurality of electric vehicles, by referring to charge control maps of the plurality of chargers that define a relationship between an upper limit current and charging conditions including at least one of a temperature of the charger, a state of charge (SOC), a voltage, and a time of a secondary battery mounted on the electric vehicle to be charged, and a charge control map of the plurality of electric vehicles that defines a relationship between an upper limit current and charging conditions including at least one of a temperature of the secondary battery, a SOC, a voltage, and a time, The charger selection method, wherein the step of selecting at least one charger that is least limited in charging performance of an electric vehicle to be charged.

9. a computer is caused to execute a process of selecting, from among a plurality of chargers, a charger to be used when charging any one of the plurality of electric vehicles, by referring to a charge control map for a plurality of chargers that specifies a relationship between an upper limit current and a charging condition including at least one of a temperature of the charger, a state of charge (SOC), a voltage, and a time of a secondary battery mounted on the electric vehicle to be charged, and a charging control map for a plurality of electric vehicles that specifies a relationship between an upper limit current and a charging condition including at least one of a temperature of the secondary battery, a SOC, a voltage, and a time, The charger selection program is characterized in that the process selects at least one charger that has the least limited charging performance for the electric vehicle to be charged.

Images