JP2014039415A - Charge control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a charge control device capable of setting battery power storage so as to be able to charge regenerative electric power into a battery mounted on a vehicle when charging the battery through an external power source.SOLUTION: A charge control device 6 mounted on a vehicle having a motor 2, a battery 3 and a charge part 4 for charging the battery 3 comprises a power storage amount detection part 61 for detecting a power storage amount of the battery 3, a charge restriction part 62 for restricting so as not to charge regenerative electric power of the motor 2 into the battery 3 if the power storage amount is a maximum power storage amount within a range not damaging the battery 3 or more, an electric power amount integration part 63 for acquiring regenerative electric power amount not charged into the battery 3 and integrating it, and a power storage amount setting part 64 for decreasing the power storage amount of the battery 3 from a power storage amount when previously charging when the charge part 4 charges the battery 3 on the basis of the electric power amount integrated by the electric power amount integration part 63.

Description

  The present invention relates to a charge control device such as an electric vehicle, a plug-in hybrid vehicle, and a range extender, and more particularly, to a charge control device for a vehicle that can be charged from an external power source and can recharge a battery with regenerative power.

  Vehicles such as electric vehicles, plug-in hybrid vehicles, and range extenders are equipped with a motor and a battery for generating driving force. In such a vehicle, the motor functions as a generator when the vehicle is downhill or when braking is applied during traveling. In such a vehicle, regenerative energy (regenerative power) generated by the motor is supplied to the battery. The battery charges this regenerative energy. In such a vehicle, the amount of charge of the battery is compensated by supplying regenerative energy to the battery.

  In such a vehicle, when going down a hill with the battery fully charged with an external power supply, the battery has no room for recovering regenerative power, so a method that does not regenerate or consume regenerative power with a load such as resistance ( The method of collecting is generally adopted. However, in the method that does not perform regeneration, the braking force corresponding to the engine brake is not effective, and it must be dependent on the foot brake. Therefore, there is a possibility that the function of the foot brake is lowered on a long downhill. Further, the method of consuming the regenerative power with a load such as a resistor has a problem that the regenerative power is wasted. Such a problem occurs, for example, when there is a home or work place in a high place such as the top or middle of a mountain or hill, and it goes down a hill immediately after being fully charged with an external power source in this high place. To do. Therefore, in such a case, it may be possible to specify a small amount of charge in advance. However, when the amount of charge to be subtracted is insufficient, the battery becomes fully charged during regeneration and the regenerative power cannot be collected by the battery. On the other hand, if the amount of charge to be subtracted is too large, there is a problem that traveling by the motor driving force by external charging cannot be fully utilized.

  As a conventional charge control device, an external power source is set so that when the regeneration prediction switch is operated by an operator (user), the amount of charge of the secondary battery detected by the charge detection means becomes a predetermined value smaller than 100%. There is known a battery that charges a secondary battery by using (see, for example, Patent Document 1).

  As another conventional technique, a regenerative energy distribution device that predicts the amount of regenerative energy of a hybrid vehicle by setting a destination in a car navigation device is known (see, for example, Patent Document 2). This regenerative energy distribution device detects downhill information including a downhill distance and gradient existing in a selected route with a downhill information detection unit, and the regenerative energy obtained when the hybrid vehicle travels on the downhill portion. Predicting energy. For this reason, in this regenerative energy distribution device, it is necessary to set a destination in the car navigation device.

JP 2000-217206 A JP 2012-1168 A

  However, in the above-described charging control device, an appropriate amount of power storage is unknown to the operator. For this reason, when the amount of stored electricity to be set is too large, the battery is fully charged by the regenerative power during traveling, and the regenerative power cannot be charged to the battery. On the other hand, in this charge control device, there is a problem that the travelable distance of the vehicle is shortened when the set amount of stored electricity is too small.

  Moreover, in the above-mentioned regenerative energy distribution device, it is considered that the user rarely sets a destination on a route on which the user travels daily. Further, this regenerative energy distribution device is not intended to be charged from an external power source.

  The present invention has been made in view of the above problems, and when charging a battery with an external power source, the amount of charge of the battery can be set so that regenerative power can be charged in the battery mounted on the vehicle. An object is to provide a charge control device.

  In order to solve the above-described problems and achieve the object, an aspect of the present invention includes a motor that drives wheels, a battery that can supply electric power to the motor and that can charge regenerative power of the motor, In a charging control device mounted on a vehicle comprising a charging unit that charges a battery using electric power supplied from a power source of the battery, a storage amount detection unit that detects a storage amount of the battery, and a storage amount detection unit When the amount of stored power is greater than or equal to the maximum amount of power stored in a range that does not damage the battery, a charge limiter that limits the regenerative power of the motor from being charged to the battery and the amount of regenerative power that was not charged to the battery The amount of electricity accumulated by the charging unit, and the amount of electricity stored by the charging unit when the battery is charged by the charging unit is less than the amount of electricity stored at the previous charging based on the amount of electricity accumulated by the electricity amount integrating unit. And The features.

  The above aspect includes a position detection unit that detects the current position of the vehicle, and the storage amount setting unit detects the amount of power accumulated by the power amount accumulation unit and the position detection unit when charging the battery by the charging unit. It is preferable to reduce the charged amount of the battery from the charged amount at the previous charge based on the current position.

  In the above aspect, the storage amount setting unit is configured to set the maximum storage amount in which the storage amount of the battery detected by the storage amount detection unit during traveling of the vehicle is set in advance after the battery is charged up to the set storage amount. In a case where the low set power storage amount that is less than or equal to the amount does not exceed, it is preferable to increase the power storage amount of the battery when the battery is charged by the charging unit more than the power storage amount at the previous charge.

  As the above aspect, the storage amount setting unit is charged to the storage amount set by the battery, and then the storage amount of the battery detected by the storage detection unit during traveling of the vehicle is less than or equal to the preset maximum storage amount. When the low set power storage amount is not exceeded, it is preferable to return the power storage amount when the battery is charged by the charging unit to the maximum power storage amount.

  ADVANTAGE OF THE INVENTION According to this invention, when charging the battery mounted in the vehicle with an external power supply, the charge control apparatus which can set the electrical storage amount of a battery so that regenerative electric power can be charged to a battery is realizable.

FIG. 1 is a configuration diagram showing an outline of a configuration of an electric vehicle provided with a charge control device according to each embodiment of the present invention. FIG. 2 shows an example of the change in the charging rate and the generation state of regenerative power when the electric vehicle including the charge control device according to the first embodiment of the present invention is driven from the first full charge state. It is explanatory drawing. FIG. 3 shows an example of the change in the charging rate and the generation state of regenerative power when the electric vehicle including the charge control device according to the first embodiment of the present invention is driven from the second full charge state. It is explanatory drawing. FIG. 4 is a flowchart showing a control flow during travel of the electric vehicle including the charging control apparatus according to the first embodiment of the present invention. FIG. 5 is a flowchart showing a control flow during charging of the electric vehicle including the charge control device according to the first embodiment of the present invention. FIG. 6 is a flowchart showing a flow of control at the time of traveling of the electric vehicle provided with the charging control device according to the second embodiment of the present invention. FIG. 7 is a flowchart showing a control flow at the time of charging of the electric vehicle provided with the charge control device according to the second embodiment of the present invention. FIG. 8 is a flowchart showing a control flow during travel of an electric vehicle including the charging control apparatus according to the third embodiment of the present invention. FIG. 9 is a flowchart showing a control flow at the time of charging an electric vehicle including the charge control device according to the third embodiment of the present invention. FIG. 10 is a flowchart showing a flow of control of the electric vehicle including the charge control device according to the fourth embodiment of the present invention.

Below, the detail of the charge control apparatus which concerns on each embodiment of this invention is demonstrated based on drawing. 1 has a configuration including the charge control device according to each embodiment, and the charge control device shown in FIG. 1 is commonly used in the description of each embodiment.
[First Embodiment]
FIG. 1 is a configuration diagram showing an outline of the configuration of an electric vehicle equipped with a charge control device according to a first embodiment of the present invention. The vehicle 1 is schematically configured to include a motor 2, a battery (secondary battery) 3, a charging unit 4, and a vehicle control device 5. In particular, in the present embodiment, the battery 3 is provided with a charge control device 6.

  The motor 2 outputs a driving force to the drive shaft 7. The drive shaft 7 outputs a rotational driving force to the wheels 9 via the differential device 8. Therefore, the motor 2 drives the wheels 9. An inverter 10 is interposed between the motor 2 and the battery 3. For this reason, the power supplied from the battery 3 is supplied to the motor 2 via the inverter 10, and the regenerative power of the motor 2 is supplied to the battery 3 via the inverter 10. The battery 3 is connected to an auxiliary machine such as an air conditioner (not shown). The motor 2 is controlled by a motor control unit (not shown). Further, a motor control unit (not shown) controls the motor 2 as a generator when the vehicle 1 is braked, and can charge the battery 3 using regenerative power.

  The charging unit 4 includes an in-vehicle charger 12 connected to the battery 3 via a high voltage cable 11 and a charging cable 14 having a charge blocking unit 13 in the middle part. The on-vehicle charger 12 is connected to a vehicle side connection plug 15A provided on the vehicle side. A cable-side connection plug 15B is provided at one end of the charging cable 14. The cable side connection plug 15B is connected to the vehicle side connection plug 15A during charging. The other end of the charging cable 14 is provided with an external connection plug 17 for connecting to an external power source 16 during charging. The charging interruption unit 13 provided in the middle part of the charging cable 14 has a function of electrically cutting off the external power source 16 and the in-vehicle charger 12.

  The vehicle control device 5 is connected to a position detection unit 19, a display device 20, a speaker 21, and the like that are equipped with GPS (global positioning system). Further, the vehicle control device 5, the charge control device 6, the in-vehicle charger 12 and the like are connected by a LAN cable 18 of the in-vehicle LAN.

  The charge control device 6 includes a storage amount detection unit 61, a charge restriction unit 62, a power amount integration unit 63, and a storage amount setting unit 64. The storage amount detection unit 61 detects the storage amount of the battery 3. The charge limiting unit 62 charges the battery 3 with the regenerative power of the motor 2 when the stored amount detected by the stored amount detection unit 61 is equal to or greater than a preset maximum stored amount of the battery 3 in a fully charged state. It is supposed to be restricted so as not to. Here, the maximum full charge amount in the true full charge state is a state in which the battery 3 is charged to the maximum charged amount within a range in which the battery 3 is not damaged. The power amount integration unit 63 that integrates acquires the regenerative power amount that has not been charged in the battery 3 and integrates the power amount. The storage amount setting unit 64 has a function of reducing the storage amount of the battery 3 when charging the battery 3 by the charging unit 4 based on the amount of power integrated by the power amount integration unit 63, compared to the storage amount at the previous charging. Have.

  Next, the operation and operation of the charging control device 6 according to the present embodiment will be described with reference to FIGS. 2 and 3. Here, for example, when there is a home or work place on the top or middle of a mountain or hill, and the home or work place is fully charged from an external power source of the vehicle 1 and travels on a downhill route, the charge control is performed. A description will be given by applying the device 6. Here, full charge (full SOC) refers to the state of being charged to the charged amount changed by the charge control device 6 of the present embodiment and the maximum charged amount within a range that does not damage the battery 3 (true Fully charged). Here, SOC (State Of Charge) indicates the state of charge (charge rate) of the battery. The full charge level (SOC-chg) refers to the charge level of the charged amount (new SOC-chg) changed by the charge control device 6 of the present embodiment and the charge of the maximum charged amount within a range in which the battery 3 is not damaged. (True full charge) level (SOC-full).

  FIG. 2 shows a case where the charging control device 6 is made to function when the driver travels the vehicle 1 in which the battery 3 is truly fully charged on the daily travel route with many downhills. Yes. When the vehicle 1 charged to a true full charge level (SOC-full) travels downhill, the motor 2 generates regenerative power. Normally, regenerative power is generated even when the vehicle is decelerated. In FIG. 2 and FIG. 3, for the sake of simplicity, it will be described that regenerative power is generated only when traveling downhill.

  The area of the hatched area A shown in FIG. 2 indicates the amount of regenerative power that cannot be recovered by the battery 3 because the state of the battery 3 is the charge level (SOC-full) of the maximum stored amount (true full charge). The area of the hatched area B shown in FIG. 2 indicates the amount of regenerative power that can be recovered by the battery 3. In FIG. 2, line C indicates the charging rate of the battery 3. The mileage is 0, that is, immediately after full charge, the full charge level (SOC-chg) is a true full charge level (SOC-full). Usually, the maximum charged amount within a range where the true full charge level, that is, the battery 3 is not damaged is SOC 92 to 93%. After the first full charge, the vehicle 1 starts to travel, and as shown in FIG. 2, for example, around the second downhill portion, the full charge level is SOC-full. Regenerative power is not collected by the battery 3. The charging control device 6 performs control so that this regenerative power is consumed by a load such as an air conditioner. For this reason, the motor 2 can exert a braking force corresponding to the engine brake.

  As shown in FIG. 2, as the travel distance increases, the charge level (see line C) of the battery 3 decreases, so that the regenerative power generated by traveling on the downhill portion is recovered by the battery 3 and charged by the battery 3. Increase the level. After that, when driving on a flat road, the charge level starts to decrease. A line D in FIG. 2 indicates a value ΔSOC obtained by converting an integrated value obtained by accumulating the non-recovered electric energy that could not be recovered by the battery 3 into the state of charge (SOC) of the battery 3. The integration of the non-recovered power amount is performed by the power amount integration unit 63. Then, in the first daily running of the vehicle 1, as shown in FIG. 2, the non-recovered electric energy when the predetermined charge level (SOC-th) is reached (the line D in FIG. 2 is marked with a circle). The value ΔSOC converted into the state of charge (the amount of non-recovered power at the location) is acquired. In the present embodiment, the predetermined charge level (SOC-th) is a value as shown in FIG. 2, that is, an arbitrary charge level set in advance. As described above, the timing for acquiring the non-recovered power amount is not limited to an arbitrary charge level. For example, when the stored amount of the battery 3 is reduced and the regenerative power can be charged to the battery 3. It is also possible to turn off the ignition or charge the next time.

  FIG. 3 shows the travel after the next charging. As shown in FIG. 3, the next charge level is obtained by converting a value ΔSOC obtained by converting the integrated value of the non-recovered electric energy acquired after the previous charge into the state of charge (SOC) of the battery 3 to the true full charge level The new charge level (new SOC-chg) is subtracted from (SOC-full). If the vehicle starts running at a charge level (new SOC-chg) lower than the previous charge level (SOC-full), it will pass the same downhill if it is the same as the travel route after the previous charge. For this reason, the same amount of regenerative electric power as that generated after the previous charging is generated. However, since the full charge level is a new SOC-chg that is lower than the previous charge level, the regenerative power can be recovered almost by the battery 3. The area of the hatched area A shown in FIG. 3 indicates a slight amount of regenerative power that cannot be recovered by the battery 3. The area of the hatched area B shown in FIG. 3 indicates the amount of regenerative power that can be recovered by the battery 3. In FIG. 3, a line C indicates the state of charge (charge rate) of the battery 3. After the second full charge, the vehicle 1 starts to travel, and as shown in FIG. 3, the charge level (new SOC-chg) recovers the regenerative power, for example, around two downhill portions. The full charge level (SOC-full) is increased. Even in this case, when the full charge level (SOC-full) is exceeded, the regenerative power is not collected by the battery 3 by the charge limiting unit 62. In this embodiment, since the regenerative power that has not been collected indicated by the hatched area A in FIG. 3 is small even if it occurs, for example, the regenerative power that is consumed by a load such as an air conditioner becomes small. There is little waste.

  As shown in FIG. 3, as the travel distance increases, the charge level (see line C) of the battery 3 decreases, so that the regenerative power generated by traveling on the downhill portion is recovered by the battery 3 and charged by the battery 3. Increase the level. After that, when driving on a flat road, the charge level starts to decrease. In FIG. 3, a line D indicates a value ΔSOC ′ obtained by converting an integrated value obtained by accumulating the non-recovered electric energy that could not be recovered by the battery 3 into the state of charge (SOC) of the battery 3. The integration of the non-recovered power amount is performed by the power amount integration unit 63. Then, in the second daily traveling of the vehicle 1, as shown in FIG. 3, the charging control device 6 converts the non-recovered power amount into a charging state when a predetermined charging level (SOC-th) is reached. The obtained value ΔSOC can be acquired and reflected in the next setting of the charge level by the storage amount setting unit 64.

  The charging control of the battery 3 by the charging control device 6 having the above configuration is performed according to the control contents as shown in the flowchart of FIG. As shown in FIG. 1, this control is started when the cable-side connection plug 15 </ b> B is connected to the vehicle-side connection plug 15 </ b> A of the vehicle 1 and the external connection plug 17 of the charging cable 14 is connected to the external power supply 16. The When the battery 3 reaches the full charge level (SOC-chg), charging is stopped by the charge limiting unit 62 of the charge control device 6.

  When the vehicle 1 is activated (step S1), it is determined whether or not the vehicle is initially started after charging and the state of charge is the latest full charge level (SOC-chg) (step S2). In step S2, the full charge level (SOC-chg) is not set by the charge control device 6, and in the case of the first run, SOC-chg = SOC-full (true full charge level). . In step S2, if the charge level is the first start after charging and the state of charge is the latest full charge level (SOC-chg), the non-recovered electric energy is calculated by the electric energy integrating unit 63 and the non-recovered electric energy is calculated. The integrated amount (power amount) of the recovered power amount is integrated (step S3). In step S2, if the charge level is the first start after charging and the state of charge is not the latest full charge level (SOC-chg), the control is terminated.

  Then, it is determined whether or not the state of charge (SOC) of the battery is smaller than a predetermined charge level (SOC-th) set in advance (step S4). When the state of charge (SOC) of the battery is equal to or higher than a predetermined charge level (SOC-th) set in advance, the process returns to step S3. If the state of charge (SOC) of the battery is smaller than a predetermined charge level (SOC-th) set in advance, the non-recovered electric energy is converted to a value ΔSOC of the state of charge (step S5).

  Next, based on the state of charge ΔSOC, the non-recovered electric energy converted in step S5 is used to set the next full charge level (new SOC-chg) to the previous full charge level (SOC−). [Delta] SOC is reduced from chg), set and stored (step S6). In this way, the control in the charging control device 6 is terminated.

  As shown in FIG. 5, when charging, when the charge level (SOC) is equal to or higher than the full charge level (SOC-chg), the charge is terminated, and when the charge level (SOC) is less than the full charge level (SOC-chg). Continues charging (step S11).

  In the above-described charging control device 6 according to the present embodiment, the motor 2 can regenerate even when starting after full charge and immediately going downhill. Therefore, according to the charging control device 6, it is possible to generate a braking force due to regeneration of the motor 2. Moreover, in the charging control apparatus 6 according to the present embodiment, the amount of electricity stored in the battery 2 is reduced by the amount that is expected to be regenerated, so that the electricity charge required for charging can be kept low. Furthermore, in the charge control device 6 according to the present embodiment, the amount of electricity stored in the battery 2 is reduced by the amount that regeneration is expected, so that the amount of electricity stored can be made appropriate. Therefore, it is possible to suppress a decrease in the travelable distance due to the motor driving using the stored electric power.

  In addition, although said charge control apparatus 6 was applied to the electric vehicle, when the charge control apparatus 6 is applied to a hybrid vehicle, for example, the engine start timing can be delayed. Therefore, fuel can be saved.

[Second Embodiment]
Next, a charge control device according to a second embodiment of the present invention will be described. As shown in FIG. 1, the charge control device 6 according to the present embodiment is connected to a full charge level change switch 65 via a LAN cable 18. This full charge level change switch 65 is the next full charge level (new SOC-chg) in which the non-recovered electric energy is set based on the charge state value ΔSOC by the storage amount setting unit 64, or the true full charge level. (SOC-full) is a switch that allows the operator (user) to select the next full charge level (SOC-chg).

  The charging control of the battery 3 by the charging control device 6 having the above configuration is performed according to the control contents as shown in the flowchart of FIG. As shown in FIG. 6, as in the first embodiment, this control is performed by connecting the cable-side connection plug 15B to the vehicle-side connection plug 15A of the vehicle 1 and the external connection plug 17 of the charging cable 14 It starts by being connected to the external power supply 16. When the battery 3 reaches the full charge level (SOC-chg), charging is stopped by the charge limiting unit 62 of the charge control device 6.

  When the vehicle 1 is activated (step S21), it is next determined whether or not the full charge level change switch 65 is on (step S22). When the full charge level change switch 65 is off, the next full charge level (SOC-chg) is the same as the current full charge level (SOC-chg) without performing control by the charge control device 6 (first time) In the case of traveling, the control is terminated with a true full charge level (SOC-full).

  When the full charge level change switch 65 is on, the charge control device 6 performs control to change the full charge level (SOC-chg) at every charging time. In this case, the charging control device 6 determines whether or not the charging is performed for the first time after charging and the charging state is the latest full charge level (SOC-chg) (step S23). In this step S23, the full charge level (SOC-chg) is not set in the charge control device 6, and in the case of the first run, SOC-chg = SOC-full (true full charge level). . In step S23, when the engine is started for the first time after charging and the state of charge is the latest full charge level (SOC-chg), the non-recovered power amount is calculated by calculating the non-recovered power amount by the power amount integrating unit 63. The integrated amount (electric power amount) is integrated (step S24). In step S23, if the charge level is the first start after charging and the state of charge is not the latest full charge level (SOC-chg), the control is terminated.

  Next, it is determined whether or not the state of charge (SOC) of the battery is smaller than a predetermined charge level (SOC-th) set in advance (step S25). When the state of charge (SOC) of the battery is equal to or higher than a predetermined charge level (SOC-th) set in advance, the process returns to step S24. If the state of charge (SOC) of the battery is smaller than a predetermined charge level (SOC-th) set in advance, the amount of unrecovered power is converted into a value ΔSOC of the state of charge by the power amount integrating unit 63 (step S26). .

  Next, based on the state of charge ΔSOC, the non-recovered electric energy converted in step S26, the storage amount setting unit 64 sets the next full charge level (new SOC-chg) to the previous full charge level (SOC- [Delta] SOC is reduced from chg), set and stored (step S27). In this way, the control in the charging control device 6 is terminated.

  FIG. 7 shows a control method during charging in the control of the charging control device 6 according to the present embodiment. As shown in FIG. 7, when charging, it is first determined whether or not the full charge level change switch 65 is on (step S31). When the full charge level change switch 65 is on, charging is terminated when the charge level (SOC) is equal to or higher than the full charge level (SOC-chg), and the charge level (SOC) is changed to the full charge level (SOC-chg). If not, charging is continued (step S32). If the full charge level change switch 65 is off, it is determined whether or not the full charge level (SOC-chg) is equal to or higher than the true full charge level (SOC-full) (step S33). In step S33, when the charge level (SOC) is equal to or higher than the true full charge level (SOC-full), the charging is terminated. When the charge level (SOC) is smaller than the true full charge level (SOC-chg), the charging is continued.

  In the charge control device 6 according to the present embodiment, for example, when traveling on a route having no downhill or few downhills, the full charge level (SOC) is set by turning off the full charge level change switch 65. -chg) can be set large, and there is an advantage that the travelable distance can be extended.

[Third Embodiment]
FIG. 8 is a flowchart showing the control contents of the charging control device 6 according to the third embodiment of the present invention. In the charging control apparatus 6 according to the present embodiment, control is performed in consideration of information on the current position from the position detection unit 19. This control is performed by connecting the cable-side connection plug 15B to the vehicle-side connection plug 15A of the vehicle 1 and connecting the external connection plug 17 of the charging cable 14 to the external power supply 16 in the same manner as in the above embodiments. Be started.

  As shown in FIG. 8, when the vehicle 1 is activated (step S41), it is determined whether or not the full charge level is changed for the first time, or after the control by the charge control device 6 is reset (step S41). Step S42). In step S42, if the full charge level is changed for the first time or after the control by the charging control device 6 is reset, the first flag is set to “1” (step S43).

  In step S42, when the full charge level is not changed for the first time, or after the control by the charge control device 6 is reset, the full charge level (SOC−) is determined by the position detector 19 based on the current position information. It is determined whether or not the charging position applies the change of chg) (step S44). If the first flag is set to “1” in step S43, and if it is determined in step S44 that the current position is the charging position to which the full charge level (SOC-chg) is applied, then after charging It is determined whether or not the charging state is the latest full charge level (SOC-chg) at the initial start (step S45). Here, in step S45, when the first flag is “1”, the full charge level (SOC-chg) is the true full charge level (SOC-full).

  In step S45, when it is determined that the charge state is the first full charge and the state of charge is the latest full charge level (SOC-chg), calculation of non-recovered electric energy by the electric energy integrating unit 63 (integration of non-recovered electric energy) (Step S46). In this step S46, when the first flag is “1”, the starting point which is the charging place is stored. In step S45, if it is determined that the charging state is the first start after charging and the state of charge is not the latest full charge level (SOC-chg), the control is terminated.

  After step S46, it is determined whether the state of charge (SOC) is smaller than a predetermined charge level (SOC-th) set in advance (step S47). If the state of charge (SOC) of the battery is equal to or higher than a predetermined charge level (SOC-th) set in advance, the process returns to step S46. If the state of charge (SOC) of the battery is smaller than a predetermined charge level (SOC-th) set in advance, the non-recovered electric energy is converted into a value ΔSOC of the state of charge (step S48).

  Next, based on the state of charge ΔSOC and the non-recovered electric energy converted in step S48, the storage amount setting unit 64 sets the next full charge level (new SOC-chg) to the previous full charge level (SOC- chSO) is set after decreasing ΔSOC (step S49). In this way, the control in the charging control device 6 is terminated.

  FIG. 9 shows a control method during charging in the control of the charging control device 6 according to the present embodiment. As shown in FIG. 9, at the time of charging, first, it is determined whether or not the charging location when the full charge level (SOC-chg) is changed is stored (step S51). In this step S51, if the charging location at the time when the full charge level (SOC-chg) is changed is stored, the current position is the charging position to which the change of the full charge level (SOC-chg) is applied. It is determined whether or not (step S52). If the charging location when the change of the full charge level (SOC-chg) is not stored in step S51, is the charge state (SOC) equal to or higher than the true full charge level (SOC-full)? It is determined whether or not (step S53). If it is determined in step S53 that the state of charge (SOC) is lower than the true full charge level (SOC-full), charging is continued. In step S53, if the state of charge (SOC) is equal to or higher than the true full charge level (SOC-full), the charging is terminated.

  In step S52, when it is determined that the current position is the charging position to which the change of the full charge level (SOC-chg) is applied, the state of charge (SOC) is equal to or higher than the newly set full charge level (SOC-chg). Is determined (step S54). If the state of charge (SOC) is lower than the newly set full charge level (SOC-chg) in step S54, charging is continued. In step S54, if the state of charge (SOC) is equal to or higher than the newly set full charge level (SOC-chg), the charging is terminated. If it is determined in step S52 that the current position is not the charging position to which the change of the full charge level (SOC-chg) is applied, the above step S53 is performed. That is, the full charge level (SOC-chg) is set to the true full charge level (SOC-full).

  In general, when the charging location (external power source location) of the battery 3 is changed, the regenerative electric energy after charging and starting traveling is different from the recovered electric energy after charging at another charging location and starting traveling. In the present embodiment, since the amount of electricity stored in the battery 3 is changed depending on the charging location, an appropriate amount of electricity can be set.

[Fourth Embodiment]
FIG. 10 is a flowchart showing the control contents of the charging control device 6 according to the fourth embodiment of the present invention. Also in the present embodiment, as in the first embodiment, the cable-side connection plug 15B is connected to the vehicle-side connection plug 15A of the vehicle 1, and the external connection plug 17 of the charging cable 14 is connected to the external power source 16. It starts by being connected.

  Then, when the vehicle 1 is activated (step S61), it is determined whether or not it is the first start after charging and the state of charge is the latest full charge level (SOC-chg) (step S62). In this step S62, SOC-chg = SOC-full (true full charge level) is set in the case of the first traveling in which the full charge level (SOC-chg) is not set by the charge control device 6. In step S62, if it is the first start after charging and the state of charge is the latest full charge level (SOC-chg), it is determined whether the vehicle has been driven, the ignition has been turned off, or charging (next time It is determined whether or not (charging) is started (step S63). In step S62, if it is the first start after charging and the state of charge is not the latest full charge level (SOC-chg), the control is terminated.

  If it is determined in step S63 that driving is not completed, ignition is not turned off, or charging (next charging) is not started, whether the state of charge (SOC) is greater than the maximum amount of storage during driving (SOC-m) or not. Is determined (step S64). Hereinafter, the maximum power storage amount during travel (SOC-m) is referred to as the maximum power storage amount during travel (SOC-m). In step S64, when the state of charge (SOC) is greater than the maximum running charge (SOC-m), the maximum running charge (SOC-m) is set as the charge state (SOC) (step S65). Thereafter, it is determined whether or not the state of charge (SOC) is greater than a predetermined charge level (SOC-th2) set in advance (step S66). Note that the charge level (SOC-th2) used here is the amount of power stored that is equal to or lower than the true full charge level (SOC-full), and it is considered that the travelable distance is shortened because the power storage amount is too small. The amount of electricity stored in advance is the amount of electricity stored.

  If the charge level (SOC) is greater than (SOC-th2) in this step S66, the second flag that was initially set to “0” is set to “1” (step S67), and then to step S63. Return. In step S64, when the state of charge (SOC) is equal to or less than the maximum running charge (SOC-m), the process proceeds to step S66, and the state of charge (SOC) is set to a predetermined charge level (SOC-). th2) Judge whether or not it is larger.

  In the above step S63, if the travel is finished, the ignition is turned off, or charging (next charging) is started, it is determined whether or not the second flag is “1” (step S68). If the second flag is “1” in step S68, the control is terminated. On the other hand, if the second flag is not “1” in step S68, the next full charge level (new SOC-chg) is calculated and stored, or the next full charge level (SOC-chg) is set to true. After setting the full charge level (SOC-full) (step S69), the control is terminated. Here, the next full charge level (new SOC-chg) is the maximum charged amount during traveling (SOC-m) from the predetermined charge level (SOC-th2) with respect to the previous full charge level (SOC-chg). ) Minus the amount of electricity stored.

  Normally, after the battery is charged to the set full charge level (SOC-chg), if the amount of power stored in the battery 3 does not approach full charge while the vehicle 1 is running, the destination has changed from before. For this reason, the amount of regeneration is considered to have changed. In such a case, according to the control of the charging control device 6 according to the present embodiment, the amount of power stored in the battery 3 when charging the battery 3 can be increased, so that the motor drive using the stored power is performed. The travelable distance by can be extended.

  According to the charging control device 6 according to the present embodiment, after the battery has been charged to the set charged amount, when the charged amount of the battery 3 does not become nearly fully charged while the vehicle 1 is running, Judges that the amount of regeneration has changed, for example, because the destination has changed. In such a case, in the present embodiment, the charged amount when charging the battery 3 is returned to the true charged amount (SOC-full) in the initial state. That is, in this case, since the amount of electricity stored when charging the battery 3 is returned to the true maximum amount of electricity stored, it is possible to extend the travelable distance by motor driving using the stored electricity.

(Other embodiments)
Although the embodiment has been described above, it should not be understood that the description and the drawings constituting a part of the disclosure of the embodiment limit the present invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

In each of the above embodiments, a value obtained by reducing the next full charge level (new SOC-chg) from the previous full charge level (SOC-chg) by reducing ΔSOC obtained by converting the integrated value of non-recovered power into a charged state. However, the following settings are also possible.
That is, in consideration of the error (SOC (α)) of ΔSOC,
(1) Next full charge level (new SOC-chg) = (SOC-chg) − (ΔSOC) − (ΔSOC (α))
(2) Next full charge level (new SOC-chg) = (SOC-chg) − (ΔSOC) + (ΔSOC (α))
Or
(3) The average of ΔSOC in a plurality of times of travel may be taken and the next full charge level (new SOC-chg) = (SOC-chg) − (average value of ΔSOC) may be used.

  The reason for doing (1) above is as follows. That is, when the vehicle is traveling with the next charge level (new SOC-chg) set by subtracting ΔSOC from the previous charge level (SOC-chg), the true full charge level (SOC) -full), and when the regenerative power cannot be recovered, the brake state changes. Therefore, if ΔSOC (α) is further reduced, the next full charge level (SOC-chg) can be made to work in the direction of lowering the probability of the true full charge level (SOC-full) by the control. .

  The reason for doing (2) above is as follows. That is, by adding ΔSOC (α), the travelable distance by driving the motor 2 using the stored electric power can be increased. In this case, it is preferable not to change the brake state by consuming regenerative power by a load such as a resistor.

  In each of the above embodiments, when the next full charge level (SOC-chg) is changed under the control of the charge control device 6, the display device 20 and the speaker 21 shown in FIG. It is also within the scope of the present invention to set to notify. By notifying in this way, the user can recognize that the next full charge level (SOC-chg) has changed. Further, the user can recognize that the full charge level (SOC-chg) has been lowered by the control of the charge control device 6, not due to the abnormality such as the deterioration of the battery 3.

  In the third embodiment, the full charge level (SOC-chg) is set under the control of the charging control device 6 at a place where normal charging is performed, and the control according to the present embodiment is not performed at other places. A full charge level (SOC-chg) may be set for each charging place. In this case, a plurality of storage areas may be prepared in the charging control device 6 and stored in the storage area so that the charging location and the storage amount correspond to each other. Then, in the charging control device 6, the battery 3 may be charged so as to have a corresponding charged amount according to the charging location.

  In each of the above embodiments, a configuration including a plurality of selection switches may be adopted. For example, even at the same charging place, if the driver is different, the way of stepping on the brakes and the traffic conditions depending on the time zone will be different, so that each driver uses the charging control device 6 by switching with the selection switch, It becomes possible to apply the learning of electric energy for each driver. Further, even if the driver is the same, when there are a plurality of charging places, it is possible to use the full charge level (SOC-chg) set according to the charging places.

  In each of the above embodiments, the electric vehicle is applied as the vehicle 1. However, it is of course possible to apply the charging control device 6 to a hybrid vehicle, a range extender, or the like. Further, in each of the above embodiments, the charging control device 6 is provided in the battery 3, but the place to provide is not limited thereto.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Motor 3 Battery 4 Charging part 6 Charging control apparatus 9 Wheel 16 External power supply 19 Position detection part 20 Display apparatus 21 Speaker 61 Electricity storage amount detection part 62 Charging restriction part 63 Electric energy accumulation part 64 Electricity storage amount setting part 65 Fully charged level Change switch

Claims (4)

A motor for driving the wheels; a battery capable of supplying electric power to the motor and capable of charging regenerative electric power of the motor; and a charging unit for charging the battery using electric power supplied from a power source external to the vehicle; In a charging control device mounted on a vehicle comprising:
A storage amount detection unit for detecting a storage amount of the battery;
A charge limiter configured to limit the regenerative power of the motor so as not to charge the battery when the charged amount detected by the charged amount detection unit is equal to or greater than a maximum charged amount in a range that does not damage the battery;
An electric energy integrating unit that acquires and integrates the regenerative electric energy that was not charged in the battery;
Based on the amount of power accumulated by the amount of power accumulation unit, a storage amount setting unit that reduces the amount of storage of the battery when charging the battery by the charging unit, compared to the amount of storage at the time of previous charging;
A charge control device comprising: A position detector for detecting the current position of the vehicle;
The power storage amount setting unit
When charging the battery by the charging unit, based on the electric energy accumulated by the electric energy accumulating unit and the current position detected by the position detecting unit, the electric storage amount of the battery is stored at the time of previous charging. The charge control device according to claim 1, wherein the charge control device is less than the amount. The power storage amount setting unit
After the battery is charged up to the set storage amount, the storage amount of the battery detected by the storage amount detection unit while the vehicle is running is set to a preset low storage amount that is equal to or less than the maximum storage amount. If not,
3. The charge control device according to claim 1, wherein an amount of electricity stored in the battery when the battery is charged by the charging unit is larger than an amount of electricity stored during a previous charge. The power storage amount setting unit
After the battery is charged to the set power storage amount, the battery storage amount detected by the power storage detection unit during traveling of the vehicle is set in advance to a low set power storage amount that is equal to or less than the maximum power storage amount, If not,
3. The charge control device according to claim 1, wherein an amount of electricity stored when the battery is charged by the charging unit is returned to the maximum amount of electricity stored.

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