JP2010088204A - Secondary battery charging system and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a charging system for secondary batteries capable of improving the charging efficiency of the secondary batteries and a vehicle provided with the charging system for secondary batteries. <P>SOLUTION: The charging system M1 for secondary batteries, which is provided with the secondary batteries 101 and charging means 20, 72, 80, 80P that charge these batteries, includes: the next starting time setting means 31, S2, S3, which set the next starting time when the use of the secondary batteries is started the next time; predicted temperature information obtaining means 32, S4-S7, which obtain predicted temperature information IE concerning the ambient predicted temperature ET of the secondary batteries up to the next starting time; and charge control means S8, S9, which control a charging pattern CP1 during the period up to the next starting time CL1 based on the predicted temperature information. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a charging system for a secondary battery that can be charged by an external power source, and a vehicle that is mounted with the charging system for a secondary battery and can be connected to an external power source.

In recent years, a secondary battery is mounted as a drive source and can be charged from an external power source, an externally chargeable electric vehicle such as a so-called plug-in electric vehicle, or an engine in addition to a secondary battery as a drive source, so-called Plug-in hybrid electric vehicles have been put into practical use.
As a secondary battery mounted on such a vehicle, for example, a lithium ion secondary battery is known. By the way, such a secondary battery is charged at a low temperature of, for example, 10 ° C. or lower, or at a high temperature of, for example, 40 ° C. Often decreases.
Therefore, for example, Patent Document 1 discloses a battery for driving (secondary battery) because the ambient temperature is low when a driving battery (secondary battery) mounted on an electric car (electric vehicle) is charged by a predetermined time. It takes time to charge the battery, and when it is determined that charging is not completed within the predetermined time, a technology is disclosed in which the battery for driving (secondary battery) is heated to increase the battery temperature for charging. Yes.

JP-A-8-115747

However, when the predetermined time in Patent Document 1 is long, for example, when there is a sufficiently long period until the next use, the battery temperature of the secondary battery changes, for example, with a change in the outside air temperature. Often changes with time as the temperature changes.
Therefore, when the predetermined period for charging is short, that is, when the period until the next use is short, the technique of Patent Document 1 may be used. It is possible to charge the battery more efficiently in consideration of the change in the battery temperature due to the temperature or the like.

  This invention is made | formed in view of this knowledge, Comprising: It aims at providing the charging system of the secondary battery which can improve the charging efficiency of a secondary battery. Moreover, it aims at providing the vehicle carrying the charging system of this secondary battery.

  The solution is a secondary battery charging system comprising: a secondary battery used as a power source; and a charging means for charging the secondary battery using an external power source. The next start time setting means for setting the next start time to start using the next time, the predicted temperature information acquisition means for acquiring the predicted temperature information about the predicted temperature around the secondary battery until the next start time, and the prediction A charging system for a secondary battery, comprising: charging control means for controlling a charging pattern of the secondary battery by the charging means during a period until the next start time based on temperature information.

  The secondary battery charging system of the present invention includes the above-mentioned next start time setting means, predicted temperature information acquisition means, and charging control means. Thus, based on the predicted temperature information about the predicted temperature around the secondary battery until the next start time, the charging temperature of this secondary battery is controlled in consideration of the battery temperature of the affected secondary battery. Therefore, the charging efficiency of the secondary battery can be improved, such as charging at an appropriate battery temperature.

The predicted temperature information refers to information that can be used to obtain the predicted temperature around the secondary battery until the next start time at the location where the secondary battery is located. Outside temperature data for the period, for example, data on normal outside temperature changes averaged over the past several years, predicted outside temperature data distributed via wired or wireless, such as TV, radio, telephone, Internet, etc. It is done. In addition, for example, a user (for example, a driver or the like) may select a mode corresponding to the season (for example, summer mode, winter mode), a mode corresponding to the month (for example, January mode, February mode, etc.), etc. And information on the predicted outside temperature acquired in accordance with this.
In addition, when a secondary battery is placed in the same place such as a specific parking lot for charging, the data of the past outside air temperature at the place, for example, the previous day, or the data of the predicted outside air temperature described above. It can also include accumulated past experience data, such as how much the deviation was.

  Further, in the above-described secondary battery charging system, the charging control unit may be configured to immediately before the next start time when the predicted temperature at the next start time is lower than a predetermined temperature in the predicted temperature information. In addition, it is preferable that the secondary battery charging system includes a charging unit immediately before the charging is completed by performing part or all of the charging of the secondary battery.

In the secondary battery charging system of the present invention, the charging control means completes the charging by performing part or all of the charging to the secondary battery immediately before the next start time. The secondary battery warmed by the heat generated by can be used, and the secondary battery can be operated efficiently from the next start time.
In addition, as the predetermined temperature at which the charging is performed immediately before such operation, a temperature at which the efficiency becomes low due to the low temperature can be employed when the battery is operated, and examples thereof include 10 ° C.

  Another solution is an externally chargeable vehicle equipped with any of the above-described secondary battery charging systems.

  Since the vehicle of the present invention can be connected to an external power source through the terminal portion, the secondary battery can be efficiently charged with an appropriate charging pattern when charging by the external power source in the on-board secondary battery charging system.

  Examples of externally chargeable vehicles include a plug-in hybrid electric vehicle that plugs a plug into a household power outlet installed outside the vehicle and charges a secondary battery, and other plug-in electric vehicles. In addition, an electric vehicle or the like that is charged by using a quick charger (external power supply device) installed outside may be used.

(Embodiment 1)
Next, Embodiment 1 of the present invention will be described with reference to the drawings.
First, the vehicle 100 according to the first embodiment will be described. FIG. 1 shows a perspective view of the vehicle 100.
The vehicle 100 includes a plurality of lithium ion secondary batteries 101 (hereinafter also referred to as the battery 101), a plug-in hybrid vehicle control device (hereinafter also referred to as a PHV control device) 20, and a driver, The next start time setting machine 31 that can set the time to start using the vehicle 100, and an Internet terminal that can wirelessly connect to the Internet and acquire data of the predicted outside temperature ET1 of the region including the position of the vehicle 100 Machine 32. In addition to these, the front motor 41, the rear motor 42, the engine 50, the cable 60, the inverter 71, the converter 72, the vehicle body 90, and a plug-in hybrid electric vehicle having a plug-attached cable 80 arranged at the tip.
The vehicle 100 includes an assembled battery 10 (battery 101), a PHV control device 20, a next start time setting machine 31, an Internet terminal 32, a converter 72, a cable 80 with a plug (plug 80P), A secondary battery system M1 configured by the battery monitoring device 12 is mounted.

  While the vehicle 100 is in operation, the vehicle 100 can travel using the front motor 41 and the rear motor 42 in the same manner as an electric vehicle, and the engine 50, the front motor 41, and the like as in a hybrid electric vehicle. The vehicle can travel using the rear motor 42 together. On the other hand, after the operation of the vehicle is completed, the plug 80P of the cable 80 with the plug is inserted into the external power source XV installed outside the vehicle 100 using the secondary battery system M1 in the same manner as the electric vehicle. The plurality of batteries 101 in the assembled battery 10 can be charged.

  The PHV control device 20 of the vehicle 100 has a CPU, a ROM, and a RAM (not shown) and includes a microcomputer that operates according to a predetermined program. The PHV control device 20 includes a next-time start time setting machine 31, an internet terminal 32, a front motor 41, a rear motor 42, an engine 50, an inverter 71, a converter 72, and a battery monitoring device to be described later connected by a communication cable 12B. 12 can communicate with each other and perform various controls according to the status of each unit. For example, the combination of the driving force of the engine 50 and the driving force of the motors 30 and 40 according to the traveling state of the vehicle 100 is controlled, or the assembled battery 10 (from the external power source XV through the plug-attached cable 80 (plug 80P)). Charge control when charging the battery 101) is performed.

As shown in FIG. 2, the assembled battery 10 includes a battery unit 11 in which a plurality of batteries 101 are arranged in an assembled battery case 11 </ b> A, and a battery monitoring device 12. Among these, the battery monitoring device 12 acquires the battery temperatures BT of several batteries 101 among the plurality of batteries 101 of the battery unit 11 using the thermistor TL. The thermistor TL is disposed on the upper surface 112a of the sealing lid 112 in the battery case 110 described later, and the battery temperature BT in the vicinity thereof can be measured through the cable TLC.
In addition, data relating to individual voltages of the battery 101 is also acquired using sensing wires (not shown).

  In addition, the battery unit 11 accommodates 100 wound batteries 101 including the power generation element 120 and the electrolytic solution 130 in a rectangular box-shaped battery case 110. The plurality of batteries 101 are connected in series with each other by bolt fastening with the bus bar 190 (see FIG. 2).

  The battery case 110 of each battery 101 has an aluminum battery case body 111 and a sealing lid 112 (see FIG. 3). Among these, the battery case main body 111 has a bottomed rectangular box shape, and an insulating film made of resin (not shown) is pasted on the entire inner surface.

  The sealing lid 112 has a rectangular plate shape, closes the opening 111A of the battery case body 111, and is welded to the battery case body 111 (see FIG. 3). The sealing lid 112 has a positive terminal portion 171 A and a negative terminal portion 172 A protruding from the sealing lid 112 toward the outside of the battery case 110. Between the positive electrode terminal portion 171A and the negative electrode terminal portion 172A and the sealing lid 112, resin-made insulating members 175 are interposed, respectively, and sealed while insulating each other. In addition, a rectangular plate-shaped safety valve 177 is also sealed on the sealing lid 112.

  The power generation element 120 is formed by winding a belt-like positive electrode plate 121 and a negative electrode plate 122 into a flat shape via a belt-like separator 123 made of polyethylene (see FIG. 3). The positive electrode plate 121 and the negative electrode plate 122 of the power generation element 120 are joined to a plate-like positive electrode current collector 171 or a negative electrode current collector 172 bent in a crank shape, respectively.

The positive electrode plate 121 is formed by supporting a positive electrode active material layer (not shown) on both surfaces of the strip-shaped aluminum foil, leaving a positive electrode lead portion 121f along one long side. This positive electrode active material layer includes lithium nickel oxide (LiNiO ₂ ) as a positive electrode active material, acetylene black as a conductive agent, and polytetrafluoroethylene (PTFE) and carboxymethyl cellulose (CMC) as a binder. These mass ratios in the positive electrode active material layer are 90 wt% for LiNiO ₂ , 7 wt% for acetylene black, 1 wt% for PTFE, and 2 wt% for CMC.
Moreover, the negative electrode plate 122 carries the negative electrode active material layer which is not shown in figure on both surfaces, leaving the negative electrode lead part 122f along one long side among strip | belt-shaped copper foil. This negative electrode active material layer contains graphite and a binder.

In addition, the electrolytic solution 130 is obtained by adding LiPF ₆ as a solute to a mixed organic solvent in which ethylene carbonate (EC) and ethyl methyl carbonate (EMC) are adjusted to EC: EMC = 3: 7 by volume ratio, and lithium ion Is an organic electrolyte having a concentration of 1 mol / l.

  Further, as shown in FIG. 4, the rectangular box-shaped next start time setting machine 31 displays an operation button unit 31 </ b> T including a plurality of arranged buttons on the panel unit 31 </ b> F forming one of its side surfaces, and the current time. Current time display section 31L, next start time display section 31M for displaying the next start time, and timer display section 31N for displaying the time until the next start time. In addition to the connection cable 31 </ b> C that extends outside itself and connects to the PHV control device 20, it has a built-in battery (not shown) as an operation power source for the next start time setting machine 31. The panel portion 31F is exposed in the passenger compartment of the vehicle 100, and a user (for example, a driver or the like) can easily operate the next start time setting machine 31 and check the display.

Among them, the current time display unit 31L displays the year (year), month, day, hour, and minute of a built-in clock (not shown) included in the next start time setting machine 31.
The next start time display unit 31M is input and set by the driver using the operation button unit 31T, and the next start time CL1 (year (year), month, day, hour, minute) when the vehicle 100 is used next time. Is displayed.
Furthermore, the timer display unit 31N displays the remaining time (hours and minutes) until the next start time CL1 of the vehicle 100, which is input and set by the driver using the operation button unit 31T.
The next start time setting machine 31 selects and inputs either the time when the vehicle 100 is scheduled to be used next time or the time until the next time when the vehicle 100 is scheduled to be used.

The rectangular box-shaped Internet terminal 32 accommodates therein an Internet communication unit 32F and a GPS receiving unit 32G capable of receiving signals from a GPS (Global Positioning System) satellite (see FIG. 5). ).
The Internet communication unit 32 and the GPS reception unit 32G are capable of bidirectional communication with the PHV control device 20.

The GPS receiving unit 32G can receive signals transmitted from GPS satellites. For example, the GPS receiving unit 32G receives signals from three GPS satellites, identifies the location of the vehicle 100, and receives position information (for example, (Latitude and longitude, etc.) are created and transmitted to the Internet communication unit 32F (and PHV control device 20).
The Internet communication unit 32F can connect to the Internet wirelessly. For example, the Internet communication unit 32F can access a website on the Internet and download data (information) from the website. For this reason, for example, when position information (for example, latitude and longitude) of the location of the vehicle 100 is input to the Internet communication unit 32F, it automatically connects to the Internet and posts the predicted outside temperature information IE1 of each place. The web page is opened, and the predicted outside air temperature information IE1 from the current time to the next start time CL1 at the location of the vehicle 100 is downloaded and stored in the PHV control device 20.

  Next, a charging method using the secondary battery system M1 described above will be described with reference to the flowchart of FIG.

  First, when the operation of the vehicle 100 is terminated (key-off) (step S1), the CPU (not shown) of the PHV control device 20 activates the next start time setting machine 31 (step S2). By starting the next start time setting machine 31, a user (for example, a driver or the like) can input the next start time CL1 of the vehicle 100 to the next start time setting machine 31.

In step S3, it is determined whether or not the next start time CL1 has been input to the next start time setting machine 31 by the user.
If NO, that is, if the next start time CL1 has not been input to the next start time setting machine 31, step S3 is repeated. On the other hand, if YES, that is, if it is input to the next start time setting machine 31, the process proceeds to step S4, where the internet terminal 32 is activated (step S4).
As a result, the GPS receiving unit 32G and the Internet communication unit 32F of the Internet terminal 32 are activated. Among these, in the GPS receiving unit 32G, for example, reception of signals transmitted from three GPS satellites is started, the location of the vehicle 100 is specified from the received signals, and location information regarding the location (in the first embodiment, 1). , Latitude and longitude).
The Internet communication unit 32F is connected to the Internet through wireless communication.

Next, in step S5, it is determined whether or not the Internet communication unit 32F has received location information that is directly transmitted from the GPS receiving unit 32G to the Internet communication unit 32F.
If NO, that is, if no location information is received, step S5 is repeated. On the other hand, if YES, that is, if location information is received, the process proceeds to step S6, and the Internet communication unit 32F is caused to search for information on the predicted outside temperature ET1 at the location of the vehicle 100.
Specifically, when the Internet communication unit 32F receives the location information of the vehicle 100, the Internet communication unit 32F includes the predicted outside temperature information related to the predicted outside temperature ET1 in the specified area among the connected websites on the Internet. Access a website that provides (or posts) IE1. Then, the location information is input, and information (data) of the predicted outside temperature ET1 at this location is searched.

Next, it progresses to step S7 and the information (predicted outside temperature information IE1) of predicted outside temperature ET1 in the location of the vehicle 100 is acquired through the internet communication part 32F.
Specifically, out of the predicted outside air temperature information on the website, the predicted outside air temperature information IE1 for the period from the current time (at the time of search) to the next start time CL1 input and set in step S3 is wirelessly Through the hard disk drive (not shown) in the PHV controller 20.

FIG. 7 shows a graph of the acquired predicted outside air temperature information IE1 (the horizontal axis represents time, and the vertical axis represents the predicted outside air temperature ET1).
This graph shows the driving of the vehicle 100 at 18:00 in the afternoon after running the vehicle 100 in the Nagoya region of Aichi Prefecture for about 2 hours in the summer time (for example, August 23, 2008). When the next start time CL1 is set to 8:00 am on the next day (August 24, 2008), the predicted outside air temperature information IE1 acquired by the Internet communication unit 32F is graphed. It is a thing.

By the way, when charging the battery 101, in order to improve the charging efficiency of the battery 101, it is necessary to determine the charge pattern in consideration of the battery temperature of the battery 101.
According to the inventors' investigation, the battery 101 mounted on the vehicle 100 is warmed by charging / discharging associated with the use of the vehicle 100, and therefore the battery temperature BT immediately after the operation of the battery 101 is higher than the outside air temperature. . However, if the vehicle 100 is keyed off and the battery 101 is left still for a while, the battery temperature BT gradually approaches the outside air temperature and changes following the change in the outside air temperature. However, the battery temperature BT is such that, for example, the battery 101 (the assembled battery 10) is mounted in the vehicle 100 and has the heat capacity of the battery 101 itself, and the battery 101 is surrounded by the assembled battery case 11A. Due to the influence, it changes with a slight delay in time with respect to changes in the outside air temperature.

Here, for example, based on the predicted outside air temperature information IE1, when the battery 101 is not charged, the predicted value of the battery temperature of the battery 101 (hereinafter also referred to as the predicted battery temperature BT1) is shown in the graph of FIG. Is indicated by a broken line.
According to FIG. 7, the predicted battery temperature BT1 of the battery 101 is higher than the predicted outside air temperature ET1 for a while after the vehicle 100 finishes traveling. However, it can be seen that the predicted battery temperature BT1 gradually approaches the predicted outside air temperature ET1, and changes after the change of the predicted outside air temperature ET1 after 2 hours from the key-off of the vehicle 100.
Therefore, in the first embodiment, the charging pattern CP1 is determined so as to perform charging at the timing when the charging efficiency is increased based on the predicted outside air temperature information IE1 (step S8).

  Specifically, as shown in FIG. 7, the battery 101 is charged during a period in which the predicted battery temperature BT1 of the battery 101 is estimated to be around 25 ° C. (for example, from 23:00 to 6:00 am on the next day). 101 is preferable in terms of charging efficiency. Therefore, in consideration of the required amount of charge (in this embodiment 1, the SOC is 60%), charging is performed from 23:00 to 2 am on the next day with a charging current of 0.2 C, and from 18:00 A charging pattern CP1 that is not charged is determined until 23:00 and from 2:00 am to 8:00 am of the next start time CL (see FIG. 8). The value of the amount of charge required for the battery 101 (for example, SOC 60%) is, for example, the value of the state of charge (SOC) of the battery 101 before the end of the operation of the vehicle 100, the value of the voltage of the battery 101, or the vehicle It can be known from the integrated current value during 100 runs.

  After determining the charging pattern CP1, charging is performed according to the charging pattern CP1 (step S9). When the next start time CL1 is reached, the processing (charging) shown in the flowchart of FIG. 6 is terminated.

  In the first embodiment, the next start time setting machine 31 and steps S2 and S3 are the next start time setting means, the Internet terminal 32 and steps S4 to S7 are the predicted temperature information acquisition means, and steps S8 and S9 are charged. The PHV control device 20, the converter 72, and the cable with plug 80 (plug 80P) correspond to the charging means, respectively.

  As described above, in the charging system M1 for the battery 101 according to the first embodiment, the next start time setting means (next start time setting machine 31 and steps S2 and S3) and the predicted temperature information acquisition means (Internet terminal 32 and steps S4 to S4). S7) and charging control means (steps S8, S9). As a result, the battery 101 is charged in consideration of the battery temperature BT of the battery 101 under the influence based on the predicted outside air temperature information IE1 related to the predicted outside air temperature ET1 around the battery 101 until the next start time CL1. The pattern CP1 can be controlled. Therefore, charging is performed at an appropriate battery temperature BT, and the charging efficiency of the battery 101 can be improved.

  Further, the vehicle 100 according to the first embodiment is an externally chargeable vehicle equipped with the secondary battery system M1 and can be connected to the external power source XV by the plug 80P. Therefore, in the on-board secondary battery system M1, the external power source In charging with XV, the battery 101 can be efficiently charged with an appropriate charging pattern CP1.

(Modification 1)
Next, Modification 1 will be described with reference to the drawings.
In the vehicle 100 of the first modification, the predicted outside air temperature information IE2 is different from that in the first embodiment, and the charging pattern is different accordingly.

That is, in step S7 of the flowchart shown in FIG. 6, the predicted outside air temperature information IE2 of the vehicle 100 acquired through the Internet communication unit 32F is different from the predicted outside air temperature information IE1 of the first embodiment.
Specifically, FIG. 9 shows a graph of the predicted outside air temperature information IE2 (the horizontal axis represents time and the vertical axis represents the predicted outside air temperature ET2). This graph shows the driving of the vehicle 100 at 18:00 in the afternoon after running the vehicle 100 for about 2 hours in the Nagoya area of Aichi Prefecture in winter (for example, February 16, 2008). (Step S1), and the next start time CL2 is set to 8:00 am on the next day (February 17, 2008).

FIG. 9 shows a graph of the predicted battery temperature BT2 of the battery 101 mounted on the vehicle 100 based on, for example, the predicted outside air temperature information IE2 together with the above-described predicted outside air temperature information IE2.
According to FIG. 9, as in the first embodiment, the battery temperature of the battery 101 is higher than the predicted outside air temperature ET2 at the end of the operation of the vehicle 100, but gradually approaches the predicted outside air temperature ET2 over time. It can be seen that after 2 hours have elapsed since the key-off of 100, the change has been delayed with respect to the change in the predicted outside temperature ET2.
Thus, also in the first modification, similarly to the first embodiment, the charging pattern can be determined based on the predicted outside air temperature information IE2.

Specifically, as shown in FIG. 9, based on the predicted outside air temperature information IE2, a period in which the battery temperature BT of the battery 101 is predicted to be around 25 ° C. among the period up to the next start time CL2 (for example, , From 18:00 to 20:00) is preferable in terms of charging efficiency of the battery 101.
Therefore, it is preferable to charge the battery during this period (18:00 to 20:00) and not to charge thereafter. However, in the first variation, the predicted outside temperature (use time predicted outside temperature) TX and the predicted battery temperature BT2 at the next start time CL2 of the predicted outside temperature ET2 are higher than the predetermined temperature TV (TV <25 ° C.). The value is low. In the battery 101 having the battery temperature BT lower than the predetermined temperature TV, the operation (charging / discharging) efficiency is lowered. Therefore, when the operation of the vehicle 100 is started at the next start time CL2, the battery 101 is efficiently operated. It is difficult.

  For this, it is preferable to warm up the battery 101 in advance immediately before the next start time CL2, and in the first modification, the battery temperature BT is raised by the heat generated by the battery resistance during charging. Thus, the battery 101 can be efficiently operated (charged / discharged) immediately after the start of operation of the vehicle 100, rather than starting to use at a low temperature. Moreover, it is simpler and more efficient than warming up the battery 101 using a separate heater or the like.

Therefore, in consideration of the required amount of charge (in this variation 1, the SOC is 60%), the charging current of 0.2 C is from 18:00 to 20:00 and immediately before the next start time CL2. Charging pattern CP2 in which charging is performed from 7 o'clock to 8 o'clock and charging is not performed from 20 o'clock to 7 am on the following day (see FIG. 10).
In the first modification, step S8 and step S9 correspond to the immediately preceding charging unit.

  As described above, in the charging system M1 according to the first modification, the charging control unit (steps S8 and S9) performs part of the charging to the battery 101 (SOC 20% worth) immediately before the next start time CL2 according to the charging pattern CP2. Charge amount) to complete charging. Therefore, at the next start time CL2, the battery 101 warmed by the heat generated by charging can be used, and the battery 101 can be operated efficiently immediately after the next start time CL2.

In the above, the present invention has been described according to the first embodiment and the first modified embodiment. However, the present invention is not limited to the above-described embodiment, and can be applied with appropriate modifications without departing from the gist thereof. Needless to say.
For example, in Embodiment 1, the battery is a wound lithium ion secondary battery. However, a stacked lithium ion secondary battery in which a plurality of positive plates and a plurality of negative plates are alternately stacked via separators. You may apply to a secondary battery.

In the first embodiment and the like, the battery temperature of the battery is estimated and the charging pattern is determined based on the predicted outside air temperature data acquired from the Internet wirelessly. For example, in addition to the Internet, a TV, a radio, a telephone, etc. You may get through. In such a case, it may be acquired via wireless or wired. Further, although the predicted outside air temperature data is used, for example, average outside air temperature change data obtained by averaging the past several years may be used.
Furthermore, for example, when a secondary battery is placed at the same location each time, such as a specific parking lot, when charging the battery, data on the past outside air temperature at the location or the outside air temperature data acquired and the predicted outside air temperature data obtained. It is also possible to accumulate as new data such as the degree of deviation from the past and use the accumulated past experience data.

1 is a perspective view of a vehicle according to a first embodiment. It is explanatory drawing of the assembled battery mounted in the vehicle concerning Embodiment 1. FIG. 2 is a transparent perspective view of the battery according to Embodiment 1. FIG. It is a perspective view of the next start time setting machine of Embodiment 1. FIG. It is explanatory drawing of the internet terminal of Embodiment 1. FIG. 3 is a flowchart of the first embodiment. It is a graph which shows the time-dependent change of the prediction outside temperature of Embodiment 1, and prediction battery temperature. 3 is an explanatory diagram of a charging pattern according to Embodiment 1. FIG. It is a graph which shows the time-dependent change of the prediction outside temperature of modification 1, and prediction battery temperature. It is explanatory drawing of the charge pattern of the modification 1. FIG.

Explanation of symbols

20 PHV control device (charging means)
31 Next start time setting machine (Next start time setting means)
32 Internet terminal (predicted temperature information acquisition means)
72 Converter (charging means)
80 Cable with plug (charging means)
80P plug (charging means)
100 Vehicle 101 Battery (secondary battery)
CL1, CL2 Next start time (next start time)
CP1, CP2 Charging pattern ET1, ET2 Predicted outside temperature (predicted ambient temperature)
IE1, IE2 Predicted outside air temperature information (predicted air temperature information)
M1 secondary battery system (secondary battery charging system)
TX Use time predicted outside temperature (predicted temperature)
TV Predetermined temperature XV External power supply

Claims (3)

A secondary battery used as a power source;
A charging system for a secondary battery, comprising: charging means for charging the secondary battery using an external power source,
Next start time setting means for setting the next start time to start using the secondary battery next time,
Predicted temperature information acquisition means for acquiring predicted temperature information about the predicted temperature around the secondary battery until the next start time;
A charging system for a secondary battery, comprising: charging control means for controlling a charging pattern of the secondary battery by the charging means during a period until the next start time based on the predicted temperature information. A rechargeable battery charging system according to claim 1,
The charge control means includes
Among the predicted temperature information, when the predicted temperature at the next start time is lower than a predetermined temperature,
A charging system for a secondary battery, comprising immediately preceding charging means for completing charging by performing part or all of charging to the secondary battery immediately before the next start time. An externally chargeable vehicle equipped with the secondary battery charging system according to claim 1.

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