Vehicle

Abstract

To supply an electric power system with electric power stored in an on-vehicle battery, while suppressing deterioration of the on-vehicle battery from progressing.SOLUTION: A vehicle comprises a control device. The control device has one or a plurality of processors and a memory. The processor executes a process which includes: a step of setting a charging start time which is a scheduled time at which charging into an on-vehicle battery is started, on the basis of a schedule time at which the battery is completed, in cooperation with a program stored in the memory; a step of starting power supply to an electric power system, if a time when a request for power supply is received is prior to a time when the charging is started; a step of controlling electric power in the power supply so that an SOC of the on-vehicle battery is equal to or less than a predetermined threshold, until the charging-starting time comes; and a step of controlling the electric power in the power supply to a predetermined upper limit value or less at which deterioration of the on-vehicle battery due to the power supply can be suppressed from progressing.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle.

Background Art

[0002] For example, Patent Document 1 discloses a vehicle capable of feeding power stored in an in-vehicle battery to a power system. In such a technique, charging from the power system to the in-vehicle battery is performed at night, and feeding power from the in-vehicle battery to the power system is performed during the day.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] As the power system, it is desirable that the power fed from the in-vehicle battery is large. However, when the fed power increases, there is a risk that deterioration in the in-vehicle battery progresses.

[0005] Therefore, an object of the present invention is to provide a vehicle capable of supplying power stored in an in-vehicle battery to a power system while suppressing the progress of deterioration of the in-vehicle battery.

Means for Solving the Problems

[0006] To solve the above problems, a vehicle according to an embodiment of the present invention includes a charging port electrically connectable to a power system, an in-vehicle battery electrically connectable to the charging port, a control device, and the control device includes one or more processors, One or more memories connected to the processor, having is capable of controlling the charging of the in-vehicle battery with electric power supplied from the power system, is capable of controlling the power feed in response to receiving a power feed request for requesting a power feed of the electric power stored in the in-vehicle battery to the power system, The processor cooperates with a program included in the memory, sets a charging start time, which is a time at which to start the charging, based on a time at which it is planned to complete the charging of the in-vehicle battery, if the reception time of the power feed request is earlier than the charging start time, starts the power feed to the power system, controls the power of the power feed so that the SOC of the in-vehicle battery becomes equal to or lower than a predetermined threshold value before reaching the charging start time, controls the power of the power feed to be equal to or lower than a predetermined upper limit value capable of suppressing the progress of deterioration due to the power feed in the in-vehicle battery, and executes a process including the above.

Advantages of the Invention

[0007] According to the present invention, it is possible to supply the electric power stored in the in-vehicle battery to the power system while suppressing the progress of deterioration of the in-vehicle battery.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Specific dimensions, materials, numerical values, etc. shown in such embodiments are merely examples for facilitating the understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals to omit redundant description, and elements not directly related to the present invention are not shown.

[0010] FIG. 1 is a schematic diagram showing the configuration of a power system 1 according to this embodiment. The power system 1 includes a power supply facility 10, a power grid 12, and a vehicle 14. The vehicle 14 is an electric vehicle or a hybrid vehicle.

[0011] The power supply facility 10 includes a power conversion device 20, a charging cable 22, and a charging connector 24. The power conversion device 20 is electrically connected to the power grid 12. One of the two ends of the charging cable 22 is connected to the power conversion device 20. The charging connector 24 is provided at the other of the two ends of the charging cable 22. The charging connector 24 can be connected to a charging port 44 of the vehicle 14, which will be described later.

[0012] The power conversion device 20 converts the power supplied from the power grid 12 and supplies the converted power to the charging connector 24. When the charging connector 24 is connected to the charging port 44, the power conversion device 20 can supply power to the vehicle 14 through the charging connector 24. Also, when the charging connector 24 is connected to the charging port 44, the power conversion device 20 can receive power from the vehicle 14 through the charging connector 24. The power conversion device 20 can convert the power received from the vehicle 14 and supply the converted power to the power grid 12.

[0013] The power supply facility 10 includes a control device 30. The control device 30 includes one or more processors 32 and one or more memories 34 connected to the processor 32. The memory 34 includes a ROM in which programs and the like are stored, and a RAM as a work area. The processor 32 of the control device 30 cooperates with the programs included in the memory 34 to control the entire power supply facility 10. For example, the processor 32 executes processes related to the transfer of power between the power grid 12 and the vehicle 14. Also, the control device 30 can communicate with the vehicle 14 through the charging cable 22 and the charging connector 24.

[0014] The vehicle 14 includes an in-vehicle battery 40. The in-vehicle battery 40 is a secondary battery such as a lithium-ion battery, for example. The in-vehicle battery 40 supplies power to a motor generator that is a drive source of the vehicle 14. The motor generator drives the wheels of the vehicle 14. Also, the motor generator generates electricity when the vehicle 14 decelerates. The in-vehicle battery 40 is charged by the power generated by the motor generator.

[0015] The vehicle 14 includes a control BOX 42 and a charging port 44. The charging port 44 can be connected to the charging connector 24. The control BOX 42 has, for example, a switch that turns on and off the electrical connection between the charging port 44 and the in-vehicle battery 40. When the charging connector 24 is connected to the charging port 44, the control BOX 42 is electrically connected to the power grid 12 through the power supply facility 10.

[0016] When the charging connector 24 is connected to the charging port 44, the vehicle 14 can receive power from the power grid 12 through the power supply facility 10. The control device 30 of the power supply facility 10 controls the power conversion device 20 and transmits the converted power to the charging port 44. If the control BOX 42 is in the on state, the power transmitted from the power supply facility 10 to the charging port 44 is transmitted to the in-vehicle battery 40. That is, the power conversion device 20 can charge the in-vehicle battery 40 with the power supplied from the power grid 12. For example, the power conversion device 20 controls the voltage of the terminal connected to the in-vehicle battery 40 to be higher than the voltage of the input / output terminals of the in-vehicle battery 40. Then, a current flows from the power conversion device 20 to the in-vehicle battery 40. Thereby, the power supplied to the control BOX 42 through the power supply facility 10 is supplied to the in-vehicle battery 40.

[0017] Also, when the charging connector 24 is connected to the charging port 44 and the control BOX 42 is in the on state, the power conversion device 20 can supply the power stored in the in-vehicle battery 40 to the power grid 12. For example, the power conversion device 20 controls the voltage of the terminal connected to the in-vehicle battery 40 to be lower than the voltage of the input / output terminals of the in-vehicle battery 40. Then, a current flows from the in-vehicle battery 40 to the power conversion device 20. And the power supplied from the in-vehicle battery 40 to the power conversion device 20 is supplied to the power grid 12.

[0018] Vehicle 14 is provided with a control device 50. The control device 50 includes one or more processors 52 and one or more memories 54 connected to the processor 52. The memory 54 includes a ROM in which programs and the like are stored and a RAM as a work area. The processor 52 of the control device 50 cooperates with the programs included in the memory 54 to control the entire vehicle 14. For example, the processor 52 executes processes related to charging the in-vehicle battery 40 with the power supplied from the power system 12 and feeding power from the in-vehicle battery 40 storing the power to the power system 12. The processes executed by the processor 52 will be described in detail later. Further, the control device 50 can communicate with the power supply facility 10 through the charging port 44. The control device 50 can indirectly control the power conversion device 20 via the control device 30 by communicating with the control device 30 of the power supply facility 10. That is, the control device 50 can substantially control the charging of the in-vehicle battery 40 and the power feeding to the power system 12. Further, the control device 50 can control the on / off of the control BOX 42.

[0019] Vehicle 14 is provided with a voltage sensor 60 and a temperature sensor 62. The voltage sensor 60 detects the voltage of the input / output terminals of the in-vehicle battery 40. The temperature sensor 62 detects the temperature of the in-vehicle battery 40.

[0020] FIG. 2 is a diagram for explaining an outline of the operation of the control device 50. FIG. 2 shows an example of the time transition of the SOC (State Of Charge) in the in-vehicle battery 40. The SOC is an index indicating the charge state in the in-vehicle battery 40. Specifically, the SOC is an index indicating the current charge capacity as a percentage with the full charge capacity being 100%. The SOC increases when the in-vehicle battery 40 is charged and decreases when the in-vehicle battery 40 discharges.

[0021] In the example of FIG. 2, assume that at time T11, the owner of vehicle 14 connects the charging connector 24 to the charging port 44. At this time, the owner of vehicle 14 inputs the charging end time into vehicle 14. Alternatively, the control device 50 predicts and sets the charging end time based on the past charging history in vehicle 14. The charging end time indicates the time when the charging of in-vehicle battery 40 by the power supplied from the power grid 12 through the power supply facility 10 is scheduled to end.

[0022] As shown by arrow A11, the control device 50 executes charging so that the SOC of the in-vehicle battery 40 becomes equal to or higher than a predetermined SOC set in advance by the charging end time. The predetermined SOC is, for example, 100%, etc., but is not limited to this example and can be set to any value.

[0023] To perform such charging, the processor 52 of the control device 50 executes a process of setting the charging start time based on the charging end time. The charging start time is the time when the charging of the in-vehicle battery 40 by the power supplied from the power grid 12 is scheduled to start. When the current time reaches the charging start time, the control device 50 starts charging the in-vehicle battery 40. Note that the control device 50 may limit the charging power so that the charging power becomes equal to or lower than a predetermined upper limit value.

[0024] Here, when the power demand in the power grid 12 increases, the control device in the power grid 12 transmits a power supply request to the power supply facility 10. The power supply request indicates information requesting power supply from the in-vehicle battery 40 of vehicle 14 to the power grid 12. If the charging connector 24 is connected to the charging port 44, the control device 30 of the power supply facility 10 transmits the received power supply request to vehicle 14. The control device 50 of vehicle 14 can receive the power supply request through the power supply facility 10.

[0025] When the processor 52 of the control device 50 receives a power supply request, as indicated by arrow A12, if the reception time of the power supply request is before the charging start time, it executes a process of starting power supply to the power grid 12. Note that when the control device 50 receives a power supply request during the execution of charging indicated by arrow A11, it does not execute the power supply based on the power supply request.

[0026] In the example of FIG. 2, it is assumed that at time T12 before the set charging start time, the SOC of the in-vehicle battery 40 has reached 100%. And it is assumed that at time T12, the control device 50 receives a power supply request. It is assumed that the SOC of the in-vehicle battery 40 at the reception time of the power supply request is equal to or higher than the power supply stop SOC indicated by the dashed-dotted line B10 in FIG. 2. The power supply stop SOC indicates a predetermined threshold value that serves as a criterion for determining the stop of power supply. The power supply stop SOC is set to a relatively low value as indicated by the dashed-dotted line B10 in FIG. 2. The power supply stop SOC is, for example, 20% or the like, but can be set to any value.

[0027] When the control device 50 receives a power supply request, if the SOC of the in-vehicle battery 40 at the reception time of the power supply request is equal to or higher than the power supply stop SOC, it starts power supply. Therefore, the reception time of the power supply request corresponds to the power supply start time. The power supply start time indicates the time when the power supply from the in-vehicle battery 40 to the power grid 12 starts. The power stored in the in-vehicle battery 40 is supplied to the power grid 12 through the power supply facility 10. Through such power supply, the vehicle 14 functions as a part of the power supply source in the power grid 12.

[0028] The processor 52 of the control device 50 executes a process of controlling the power of the power supply so that the SOC of the in-vehicle battery 40 becomes equal to or lower than the power supply stop SOC before the current time reaches the charging start time.

[0029] When the power supply is executed and the SOC of the in-vehicle battery 40 becomes equal to or lower than the power supply stop SOC, the control device 50 stops the power supply from the in-vehicle battery 40. FIG. 2 shows an example where the charging start time is reached immediately after the power supply is stopped.

[0030] By performing power feeding until the charging start time arrives, the control device 50 can achieve both charging of the in-vehicle battery 40 and making the host vehicle function as part of the power supply source in the power system 12. Further, by performing power feeding so that the SOC becomes equal to or lower than the power feeding stop SOC, the control device 50 can maximize the total amount of power supplied from the vehicle 14 to the power system 12 as much as possible.

[0031] Incidentally, as for the power system 12, it is desired that the power of power feeding from the in-vehicle battery 40 is large. However, if the power of power feeding increases, there is a possibility that deterioration in the in-vehicle battery 40 progresses.

[0032] Therefore, the processor 52 of the control device 50 executes a process of controlling the power of power feeding to be equal to or lower than a predetermined upper limit value that can suppress the progress of deterioration due to power feeding in the in-vehicle battery 40. Specifically, the control device 50 sets an upper limit value of the power supplied from the in-vehicle battery 40 to the power system 12. The control device 50 limits the power supplied from the in-vehicle battery 40 to the power system 12 to be equal to or lower than the upper limit value. The control regarding power feeding will be described in detail later.

[0033] By limiting the power of power feeding, the control device 50 can supply the power stored in the in-vehicle battery 40 to the power system 12 while suppressing the progress of deterioration of the in-vehicle battery 40.

[0034] When the charging connector 24 is connected to the charging port 44, as indicated by the arrow A13, the control device 50 executes pre-charging of the in-vehicle battery 40. Pre-charging is charging that is executed in advance before receiving a power feeding request. Pre-charging is different from the charging that is executed after power feeding based on a power feeding request.

[0035] During the execution of pre-charging, when the SOC of the in-vehicle battery 40 becomes equal to or higher than a predetermined SOC set in advance, the control device 50 ends the pre-charging. The predetermined SOC is, for example, 100%, but is not limited to this example and can be set to any value.

[0036] After the pre-charging is completed, as indicated by arrow A14, the control device 50 enters a standby state waiting for a power supply request from the power system 12. Then, when the control device 50 receives a power supply request in the standby state, it starts power supply as described above. Note that if the control device 50 receives a power supply request during pre-charging, it may stop the pre-charging and execute power supply based on the power supply request.

[0037] By performing pre-charging before starting the execution of power supply, the control device 50 can maximize the total amount of power supplied from the vehicle 14 to the power system 12 as much as possible.

[0038] Figure 3 is a block diagram showing the functions of the control device 50. The processor 52 of the control device 50 functions as a pre-charging execution unit 70, a power supply control unit 72, and a charging execution unit 74 in cooperation with the programs included in the memory 54.

[0039] When the charging connector 24 is connected to the charging port 44, the pre-charging execution unit 70 executes pre-charging. Also, when the charging connector 24 is connected to the charging port 44, the pre-charging execution unit 70 acquires the charging end time input to the vehicle 14.

[0040] When the power supply control unit 72 receives a power supply request, it sets a charging start time based on the charging end time. Also, if the reception time of the power supply request is before the charging start time, the power supply control unit 72 starts power supply. The power supply control unit 72 controls the power of power supply so that the SOC of the in-vehicle battery 40 becomes equal to or less than the power supply stop SOC. The power supply control unit 72 controls the power of power supply to be equal to or less than a predetermined upper limit value that can suppress the progress of deterioration due to power supply in the in-vehicle battery 40.

[0041] When the current time reaches the charging start time, the charging execution unit 74 starts charging the in-vehicle battery 40. The charging execution unit 74 ends charging when the SOC of the in-vehicle battery 40 becomes equal to or greater than a predetermined SOC set in advance.

[0042] FIG. 4 is a diagram for explaining the control of the power for power supply. In the present embodiment, a continuous SOP (State Of Power) and a first SOP are defined as indicators of power that can suppress the progress of deterioration due to power supply in the in-vehicle battery 40.

[0043] The continuous SOP indicates the maximum value of the power for power supply that can suppress the progress of deterioration due to power supply in the in-vehicle battery 40 even when power supply is continuously executed. The continuous SOP is a fixed value set for each in-vehicle battery 40 based on the type or characteristics of the in-vehicle battery 40. The two-dot chain line C10 in FIG. 4 shows an example of the time transition of the SOC when power supply is performed at the continuous SOP. The continuous SOP corresponds to the slope of the two-dot chain line C10.

[0044] The first SOP indicates a predetermined power equal to or less than the continuous SOP. The solid line C11 in FIG. 4 shows an example of the time transition of the SOC when power supply is performed at the first SOP.

[0045] The processor 52 of the control device 50 executes a process of determining the first SOP based on the time from the reception time of the power supply request to the start time of charging. The reception time of the power supply request corresponds to the start time of power supply. Specifically, assume that the time from the reception time of the power supply request to the start time of charging is the power supply scheduled time, which is the time when power supply is planned to be executed. Then, assume that power supply is continued at the first SOP during this power supply scheduled time. Then, as shown by the solid line C11 in FIG. 2, the first SOP corresponds to the slope during the power supply scheduled time in the time transition of the SOC.

[0046] From this, the power supply control unit 72 derives the power supply scheduled time from the reception time of the power supply request to the start time of charging. The power supply control unit 72 subtracts the target SOC at the start time of charging from the SOC at the reception time of the power supply request to derive the power supply scheduled SOC. The target SOC is set to be equal to or less than the power supply stop SOC. The power supply control unit 72 divides the power supply scheduled SOC by the power supply scheduled time to derive the first SOP.

[0047] Depending on the reception time of the power supply request, the scheduled power supply time may be relatively short. If the scheduled power supply time is short, the first SOP derived from the scheduled power supply time and the scheduled power supply SOC may be larger than the continuous SOP. In such a case, the power supply control unit 72 may change the power supply stop SOC to a value larger than the preset power supply stop SOC. When the power supply stop SOC is changed to a large value, the scheduled power supply SOC can be reduced. Then, the power supply control unit 72 can set the first SOP derived based on the scheduled power supply SOC to be equal to or less than the continuous SOP.

[0048] FIG. 5 is a diagram for explaining another example regarding the derivation of the first SOP. In the example of FIG. 4, the time from the reception time of the power supply request to the start time of charging is defined as the scheduled power supply time. In contrast, in FIG. 5, a power supply end time is assumed between the reception time of the power supply request and the start time of charging. The power supply end time indicates the time when power supply is planned to end. The scheduled power supply time in the example of FIG. 5 is the time from the reception time of the power supply request to the power supply end time. The time from the power supply end time to the start time of charging is the standby time, as indicated by arrow A15.

[0049] The power supply control unit 72 sets the power supply end time based on the start time of charging. The power supply control unit 72 derives the scheduled power supply time from the reception time of the power supply request to the power supply end time. The power supply control unit 72 subtracts the target SOC at the power supply end time from the SOC at the reception time of the power supply request to derive the scheduled power supply SOC. The target SOC is set to be equal to or less than the power supply stop SOC. The power supply 72 control unit divides the scheduled power supply SOC by the scheduled power supply time to derive the first SOP.

[0050] In this way, the power supply control unit 72 may set the first SOP after setting the power supply end time. Thereby, the power supply control unit 72 can more easily make the SOC at the start time of charging equal to or less than the power supply stop SOC.

[0051] FIG. 6 is a diagram for explaining detailed control of the power for power supply. The two-dot chain line C20 in FIG. 6 shows the time change of the SOC assuming that power supply has been continuously performed at the first SOP since the power supply start time. The solid line C21 in FIG. 6 shows an example of the time change of the actual SOC.

[0052] In the power system 12, the power demand changes every moment. For example, after power supply from the vehicle 14 to the power system 12 is started, assume that the power demand in the power system 12 decreases with respect to the power supply. Then, as for the power system 12, it becomes possible to cover the power demand with the power supply within the power system 12, and the power from the vehicle 14 may become unnecessary. In such a case, as for the vehicle 14, the power supply to the power system 12 is interrupted.

[0053] In the example of FIG. 6, assume that power supply is started at time T12, and as shown by the arrow A21, the power for power supply is suppressed by the first SOP. For example, at time T21 after time T12, assume that the power supply is interrupted as shown by the arrow A22. When the power supply is interrupted, the SOC of the in-vehicle battery 40 is maintained at the SOC when the power supply is interrupted, as shown by the solid line C21. Then, it is highly likely that the SOC of the in-vehicle battery 40 does not reach below the power supply stop SOC until the charging start time arrives.

[0054] Therefore, in the present embodiment, a second SOP is further defined as an index of power that can suppress the progress of deterioration due to power supply in the in-vehicle battery 40.

[0055] The second SOP indicates the maximum value of the power for power supply that can suppress the progress of deterioration due to power supply in the in-vehicle battery 40 for short-time power supply. The short time is, for example, several minutes, etc., but the specific time is not limited to this example. The second SOP is a value larger than the continuous SOP. The second SOP is a variable value that varies depending on the state of the in-vehicle battery 40 and the like. The power supply control unit 72 derives the second SOP based on the second SOP map. The second SOP map is stored in advance in the memory 54 of the control device 50.

[0056] The second SOP map is a map associated with the SOC of the in-vehicle battery 40, the temperature of the in-vehicle battery 40, the time of power supply according to the second SOP, and the second SOP respectively. For example, since the higher the temperature of the in-vehicle battery 40, the higher the possibility of the deterioration of the in-vehicle battery 40 progressing, the second SOP map is set such that the second SOP becomes lower as the temperature of the in-vehicle battery 40 is higher. Also, since the higher the SOC of the in-vehicle battery 40, the higher the possibility of the deterioration of the in-vehicle battery 40 progressing, the second SOP map is set such that the second SOP becomes lower as the SOC of the in-vehicle battery 40 is higher. Further, since the longer the time of power supply according to the second SOP, the higher the possibility of the deterioration of the in-vehicle battery 40 progressing, the second SOP map is set such that the second SOP becomes lower as the time of power supply according to the second SOP is longer.

[0057] The power supply control unit 72 applies the current SOC of the in-vehicle battery 40, the current temperature of the in-vehicle battery 40, and the time of power supply according to the second SOP to the second SOP map to derive the second SOP. Note that the power supply control unit 72 may derive the second SOP based on at least one or more of the SOC of the in-vehicle battery 40, the temperature of the in-vehicle battery 40, and the time of power supply according to the second SOP.

[0058] During the execution of power supply, the processor 52 of the control device 50 determines whether the SOC of the in-vehicle battery 40 reaches the power supply stop SOC before reaching the charging start time. When it is determined that the SOC of the in-vehicle battery 40 reaches the power supply stop SOC or lower before reaching the charging start time, the processor 52 of the control device 50 executes a process of controlling the power of power supply according to the first SOP. When it is determined that the SOC of the in-vehicle battery 40 does not reach the power supply stop SOC or lower before reaching the charging start time, the processor 52 of the control device 50 executes a process of controlling the power of power supply according to the second SOP.

[0059] Specifically, during power supply, the power supply control unit 72 acquires the current actual SOC. The power supply control unit 72 derives a target SOC indicating the current SOC when it is assumed that power supply has been continuously performed at the first SOP since the start time of power supply. The power supply control unit 72 determines whether the SOC of the in-vehicle battery 40 reaches the power supply stop SOC by the time the charging start time is reached based on the SOC difference indicating the difference between the current actual SOC and the target SOC.

[0060] For example, assume that the current time is time T22 after time T21. In this case, the current actual SOC is the SOC indicated by the black circle D11 in FIG. 6. The target SOC is the SOC indicated by the black circle D12 in FIG. 6. The power supply control unit 72 subtracts the target SOC from the current actual SOC to derive the SOC difference indicated by the arrow D13 in FIG. 6.

[0061] If the derived SOC difference is less than a predetermined value, the power supply control unit 72 determines that the SOC of the in-vehicle battery 40 reaches the power supply stop SOC by the time the charging start time is reached. That is, if the derived SOC difference is less than a predetermined value, the power supply control unit 72 P controls the power of power supply according to the first SOP.

[0062] If the derived SOC difference is greater than or equal to the predetermined value, the power supply control unit 72 determines that the SOC of the in-vehicle battery 40 does not reach the power supply stop SOC by the time the charging start time is reached. That is, if the derived SOC difference is Above greater than or equal to the predetermined value, the power supply control unit 72 P controls the power of power supply according to the second SOP. Note that the predetermined value serving as the comparison criterion for the SOC difference can be arbitrarily set.

[0063] In the example of FIG. 6, assume that at time T22, the SOC difference becomes greater than or equal to the predetermined value. Thereby, the power supply control unit 72 sets the upper limit value of the power of power supply to the second SOP at time T22. Then, after time T22, the power of power supply is limited to be equal to or less than the second SOP.

[0064] In the example of FIG. 6, it is assumed that the state where the power supply of the power system 12 is greater than the power demand continues until time T23 after time T22. That is, in the example of FIG. 6, power feeding is interrupted until time T23. Then, at time T23, it is assumed that the power demand of the power system 12 becomes greater than the power supply, and power feeding is resumed. At this time, since the upper limit value of the power of power feeding is set to the second SOP, the power of power feeding is allowed to reach the second SOP, which is greater than the first SOP. The power feeding control unit 72 supplies power to the power system 12 in accordance with the second SOP as indicated by arrow A23 in FIG. 6 after time T23.

[0065] When the power of power feeding is controlled in accordance with the second SOP, the decrease amount of the SOC per unit time is larger compared to when the power of power feeding is controlled in accordance with the first SOP. Thereby, the power feeding control unit 72 can reduce the SOC difference between the actual SOC and the target SOC. That is, the power feeding control unit 72 can correct the SOC of the in-vehicle battery 40 to reach a value equal to or less than the power feeding stop SOC before reaching the charging start time.

[0066] Also, when controlling the power of power feeding in accordance with the second SOP, the power feeding control unit 72 sequentially updates the second SOP using the second SOP map. Thereby, the power feeding control unit 72 can appropriately suppress the progress of deterioration of the in-vehicle battery 40.

[0067] In the example of FIG. 6, it is assumed that at time T24 after time T23, the SOC difference between the actual SOC and the target SOC becomes less than a predetermined value. Thereby, the power feeding control unit 72 controls the power of power feeding in accordance with the first SOP after time T24 as indicated by arrow A24 in FIG. 6.

[0068] Also, assume that power supply is interrupted at time T25 after time T24, as indicated by arrow A25 in FIG. 6. Assume that at time T26 after time T25, the SOC difference between the actual SOC and the target SOC becomes equal to or greater than a predetermined value. The power supply control unit 72 sets the upper limit value of the power supply at time T26 to the second SOP. Assume that power supply resumes at time T27 after time T26. The power supply control unit 72 controls the power of the power supply in accordance with the second SOP after time T27, as indicated by arrow A26 in FIG. 6. Assume that at time T28 after time T27, the SOC difference between the actual SOC and the target SOC becomes less than the predetermined value. The power supply control unit 72 controls the power of the power supply in accordance with the first SOP after time T28, as indicated by arrow A27 in FIG. 6. Thereafter, the SOC of the in-vehicle battery 40 becomes the power supply stop SOC, and charging is started at time T29.

[0069] By switching between power supply according to the first SOP and power supply according to the second SOP, the power supply control unit 72 can appropriately supply power while suppressing the progress of deterioration of the in-vehicle battery 40.

[0070] FIG. 7 is a flowchart for explaining the operation flow of the pre-charging execution unit 70. The pre-charging execution unit 70 repeatedly executes the series of processes in FIG. 7 at each predetermined interrupt timing that is visited at a predetermined control cycle.

[0071] First, the pre-charging execution unit 70 determines whether or not the charging connector 24 is connected to the charging port 44 (S10). If the charging connector 24 is not connected to the charging port 44 (NO in S10), the pre-charging execution unit 70 ends the series of processes.

[0072] When the owner of the vehicle 14 charges the in-vehicle battery 40, the owner connects the charging connector 24 to the charging port 44 and inputs the charging end time to the vehicle 14.

[0073] The charging connector 24 is connected to the charging port 44When connected (YES in S10), the pre-charging execution unit 70 acquires the input charging end time (S11). Next, the pre-charging execution unit 70 starts the execution of pre-charging (S12). Specifically, the pre-charging execution unit 70 turns on the switch in the control BOX 42 to electrically connect the charging port 44 and the in-vehicle battery 40. The pre-charging execution unit 70 communicates with the power supply facility 10 and controls the power conversion device 20 via the control device 30 of the power supply facility 10 to make the voltage of the terminal connected to the in-vehicle battery 40 in the control BOX 42 higher than the voltage of the input / output terminals of the in-vehicle battery 40. Then, the pre-charging execution unit 70 causes the power supply facility 10 to start supplying power to the vehicle 14.

[0074] The pre-charging execution unit 70 continues to execute pre-charging until a predetermined end condition is satisfied (NO in S13). The predetermined end condition is, for example, that the SOC of the in-vehicle battery 40 has reached 100%. Note that the predetermined end condition is not limited to this example and can be set to any value. Also, the predetermined end condition may be that a power supply request has been received. When the predetermined end condition is satisfied (YES in S13), the pre-charging execution unit 70 ends a series of processes.

[0075] FIG. 8 is a flowchart for explaining the operation flow of the power supply control unit 72. The power supply control unit 72 repeatedly executes a series of processes in FIG. 8 at each predetermined interrupt timing that is visited at a predetermined control cycle.

[0076] First, the power supply control unit 72 determines whether a power supply request has been received (S20). If a power supply request has not been received (NO in S20), the power supply control unit 72 ends a series of processes. If a power supply request has been received (YES in S20), the power supply control unit 72 executes the processes after step S21.

[0077] In step S21, the power supply control unit 72 sets the charging start time based on the charging end time (S21). For example, the power supply control unit 72 sets a charging start time at which it is possible to increase the SOC of the in-vehicle battery 40 from the power supply stop SOC to a predetermined value or more. The predetermined value here is, for example, 100%, but is not limited to this example and can be set to any value.

[0078] Next, the power supply control unit 72 determines whether the reception time of the power supply request is before the charging start time (S22). If the reception time of the power supply request is after the charging start time (NO in S22), the power supply control unit 72 ends the series of processes. In this case, power supply is not performed.

[0079] If the reception time of the power supply request is before the charging start time (YES in S22), the power supply control unit 72 derives a power supply scheduled time based on the reception time of the power supply request and the charging start time (S23).

[0080] Next, the power supply control unit 72 acquires the current SOC based on the voltage of the in-vehicle battery 40 detected by the voltage sensor 60 (S24).

[0081] Next, the power supply control unit 72 determines the first SOP based on the current SOC, the power supply stop SOC, and the power supply scheduled time (S25).

[0082] Next, the power supply control unit 72 limits the maximum value of the power supplied from the vehicle 14 to the power system 12 to the first SOP and starts power supply (S26). The power supply control unit 72 executes a power supply control process for controlling the power supply voltage until the power supply end condition is satisfied (S27). The flow of the power supply control process will be described in detail later.

[0083] FIG. 9 is a flowchart for explaining the detailed flow of the power supply control process (S27). In the power supply control process, first, the power supply control unit 72 determines whether the current time has reached the charging start time (S30).

[0084] If the current time has not reached the charging start time (NO in S30), the power supply control unit 72 determines whether the SOC can reach the power supply stop SOC by the charging start time (S31). Specifically, the power supply control unit 72 obtains the current SOC based on the voltage of the in-vehicle battery 40 detected by the voltage sensor 60. The power supply control unit 72 derives the current target SOC based on the SOC at the power supply start time and the first SOP. The power supply control unit 72 subtracts the target SOC from the current SOC to derive the SOC difference. If the SOC difference is less than a predetermined value, the power supply control unit 72 determines that the SOC can reach the power supply stop SOC by the charging start time.

[0085] Charging If the SOC can reach the power supply stop SOC by the start time (YES in S31), the power supply control unit 72 limits the maximum value of the power supplied from the vehicle 14 to the power system 12 to the first SOP (S32), and proceeds to the process of step S35. That is, the power supply control unit 72 controls the power supply according to the first SOP.

[0086] Charging If the SOC cannot reach the power supply stop SOC by the start time (NO in S31), the power supply control unit 72 derives the second SOP (S33). For example, the power supply control unit 72 obtains the current SOC based on the voltage of the in-vehicle battery 40 detected by the voltage sensor 60. The power supply control unit 72 obtains the current temperature of the in-vehicle battery 40 detected by the temperature sensor 62. The power supply control unit 72 obtains the time during which power supply has been performed according to the second SOP. The power supply control unit 72 applies the current SOC of the in-vehicle battery 40, the current temperature of the in-vehicle battery 40, and the time during which power supply has been performed according to the second SOP to the second SOP map to derive the second SOP. Then, the power supply control unit 72 limits the maximum value of the power supplied from the vehicle 14 to the power system 12 to the second SOP (S34), and proceeds to the process of step S35.

[0087] In step S35, the power supply control unit 72 obtains the current SOC based on the voltage of the in-vehicle battery 40 detected by the voltage sensor 60 (S35).

[0088] The power supply control unit 72 determines whether the current SOC is less than or equal to the power supply stop SOC (S36). If the current SOC is higher than the power supply stop SOC (NO in S36), the power supply control unit 72 repeats the processes after step S30.

[0089] In step S30, when the current time reaches the charging start time (YES in S30), the power supply control unit 72 stops the power supply (S37) and ends a series of processes. In this case, since the current time reaches the charging start time before the SOC of the in-vehicle battery 40 drops to the power supply stop SOC, the power supply is stopped and charging is started.

[0090] In step S36, when the current SOC becomes less than or equal to the power supply stop SOC (YES in S36), the power supply control unit 72 stops the power supply (S37) and ends a series of processes. In this case, the control device 50 enters a standby state until the current time reaches the charging start time.

[0091] As described above, the control device 50 of the vehicle 14 according to the present embodiment controls the power of the power supply to be equal to or less than a predetermined upper limit value that can suppress the progress of deterioration due to the power supply in the in-vehicle battery 40. Thereby, in the vehicle 14 of the present embodiment, since the power of the power supply to the power system 12 is limited, it is possible to suppress the progress of deterioration due to the power supply in the in-vehicle battery 40.

[0092] Therefore, according to the vehicle 14 of the present embodiment, it is possible to supply the power stored in the in-vehicle battery 40 to the power system 12 while suppressing the progress of deterioration of the in-vehicle battery 40.

[0093] As described above, the embodiments of the present invention have been described with reference to the accompanying drawings. Needless to say, the present invention is not limited to such embodiments. It is obvious that those skilled in the art can conceive of various modification examples or correction examples within the scope described in the claims, and it is naturally understood that those also belong to the technical scope of the present invention.

Description of Symbols

[0094] 12 Power system 14 Vehicle 40 In-vehicle battery 42 Control BOX 50 Control device 52 Processor 54 Memory

Claims

1. a charging port electrically connectable to a power system; an in-vehicle battery electrically connectable to the charging port; a control device; comprising: wherein the control device has one or more processors; and one or more memories connected to the processor; and is capable of controlling charging of the in-vehicle battery by power supplied from the power system, and is capable of controlling power feeding in response to receiving a power feeding request for requesting power feeding of the power stored in the in-vehicle battery to the power system, wherein the processor cooperates with a program included in the memory, sets a charging start time which is a time scheduled to start the charging based on a time scheduled to complete charging of the in-vehicle battery, starts the power feeding to the power system if the reception time of the power feeding request is earlier than the charging start time, controls the power of the power feeding so that the SOC of the in-vehicle battery becomes equal to or lower than a predetermined threshold value before reaching the charging start time, controls the power of the power feeding to be equal to or lower than a predetermined upper limit value capable of suppressing progress of degradation due to the power feeding in the in-vehicle battery; A vehicle that executes a process including:

2. The maximum value of the power of the power feeding capable of suppressing progress of degradation due to the power feeding in the in-vehicle battery even when the power feeding is continuously executed is defined as continuous SOP, a predetermined power equal to or lower than the continuous SOP is defined as first SOP, a power greater than the continuous SOP and capable of suppressing progress of degradation due to the power feeding in the in-vehicle battery for a short-time power feeding is defined as second SOP, wherein the processor during execution of the power feeding, if it is determined that the SOC of the in-vehicle battery reaches equal to or lower than the threshold value before reaching the charging start time, controls the power of the power feeding according to the first SOP, and if it is determined that the SOC of the in-vehicle battery does not reach equal to or lower than the threshold value before reaching the charging start time, controls the power of the power feeding according to the second SOP; A vehicle according to claim 1, which executes a process including:

3. The difference between the current actual SOC in the in-vehicle battery and the current SOC when it is assumed that power feeding has been continuously performed at the first SOP since the power feeding start time which is the time when the power feeding was started is defined as SOC difference, wherein the processor ​ During the execution of the power supply, if the SOC difference is less than a predetermined value, control the power of the power supply according to the first SOP; if the SOC difference is greater than or equal to the predetermined value, control the power of the power supply according to the second SOP. The vehicle according to claim 2, which executes a process including this.

4. The processor Determine the first SOP based on the time from the reception time of the power supply request to the start time of charging. The vehicle according to any one of claims 2 or 3, which executes a process including this.

5. The processor Sequentially update the second SOP based on at least one or more of the SOC of the in-vehicle battery, the temperature of the in-vehicle battery, and the time of power supply according to the second SOP. The vehicle according to any one of claims 2 to 4, which executes a process including this.

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