JP2000197207A - Device for charging and controlling hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for charging and controlling a hybrid vehicle capable of performing an optimum charging at the time of idling, according to the remaining capacity of an electricity storing device. SOLUTION: In a device for controlling a hybrid vehicle provided with an engine, a motor and a battery, a means for determining electricity storing ranges and a means for setting charging capacity are provided. The former classifies the remaining capacity of an electricity storing device into a normal use range (zone A), an overcharged range (zone D) where the remaining capacity is larger than in the zone A, a temporary use range (zone B) where it is smaller than in the zone A, and an overdischarged range (zone C), where it is smaller than in the zone B (S101, S102 and S103). The latter charges the electricity storing device with a fixed charging capacity, if the remaining capacity is decided as being in the overdischarged range, and sets the charging capacity according to the remaining capacity of the electricity storing device in the temporary use range, if it is decided to be in that temporary use range.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a charge control device for a hybrid vehicle, and more particularly, to a charge control device for a hybrid vehicle capable of charging an electric storage device at an optimum amount during idling.

[0002]

2. Description of the Related Art Conventionally, a hybrid vehicle equipped with a motor in addition to an engine as a power source for traveling has been known. Hybrid vehicles include series hybrid vehicles and parallel hybrid vehicles. A series hybrid vehicle is a vehicle in which a motor is driven using a power output of a generator driven by an engine and the like, and wheels are driven by the motor. Therefore, since the engine and the wheels are not mechanically connected, the engine can be driven at a substantially constant speed in a high fuel consumption and low emission rotation speed region, and a better fuel consumption and lower emission can be achieved as compared with a conventional engine vehicle. realizable.

On the other hand, in a parallel hybrid vehicle, a motor connected to the engine assists the drive shaft of the engine, and a separately provided generator or the above-described motor is used as a generator to charge electric energy to a power storage device. Things. Therefore, although the engine and the wheels are mechanically connected, the operation load of the engine can be reduced, so that better fuel economy and lower emission can be realized as compared with a conventional engine vehicle.

In the above-mentioned parallel hybrid vehicle, a motor for assisting the output of the engine is directly connected to the output shaft of the engine, and this motor functions as a generator at the time of deceleration or the like to store electricity in a battery or the like. Either one or both motors can generate a driving force, and a type having a separate generator is available. In such a hybrid vehicle, various controls are performed such as, for example, assisting the output of the engine by a motor during acceleration and charging a battery or the like by deceleration regeneration during deceleration. (Hereinafter, referred to as remaining capacity) so as to be able to respond to the driver's request (for example, disclosed in Japanese Patent Application Laid-Open No. 7-123509).

[0005]

In the above-mentioned conventional hybrid vehicle, especially in a parallel hybrid vehicle in which the drive shaft of the engine and the motor are connected, not only during deceleration regeneration but also during idling, the motor is used together with the engine. Since the motor rotates, the motor functions as a generator.
By the way, some hybrid vehicles perform an idle stop in order to suppress fuel consumption.However, when the idle stop cannot be performed under certain conditions, the power storage device is charged at the time of idling by effectively utilizing the power generated by the motor. Can be. However, the remaining capacity of the power storage device greatly differs depending on the driving conditions up to that time. For example, when the remaining capacity of the power storage device is large, there is a possibility that overcharging may occur due to charging during idling. Therefore, the present invention provides a charge control device for a hybrid vehicle that can perform optimal charge during idle, for example, according to the remaining capacity of the power storage device.

[0006]

In order to solve the above-mentioned problems, the invention described in claim 1 provides an engine for outputting a propulsion force of a vehicle (for example, the engine E in the embodiment).
A motor (for example, the motor M in the embodiment) that generates an auxiliary driving force that assists the output of the engine, and supplies power to the motor and stores regenerative energy obtained by a regenerative operation of the motor when the vehicle is decelerated. In a charge control device for a hybrid vehicle including a power storage device (e.g., the battery 3 in the embodiment), the remaining capacity of the power storage device (e.g., the remaining capacity SOC in the embodiment) is changed to a normal use area (e.g., the embodiment). Zone A),
Overcharge area with more remaining capacity than normal use area (for example,
Zone D in the embodiment), a tentative use area having a smaller remaining capacity than the normal use area (for example, zone B in the embodiment), and an overdischarge area having a smaller remaining capacity than the provisional use area (for example, a zone in the embodiment). C) (for example, steps S101, S102, and S1 in the embodiment).
03), and when the remaining capacity of the power storage device is determined to be in the over-discharge area by the power storage area determination unit, the charge amount (for example, the charge amount at C zone # IDLRGN2 in step S133 in the embodiment) is fixed. When charging (for example, quick charging) is performed and the remaining capacity of the power storage device is determined to be in the provisional use region by the power storage region determination unit, the charge amount according to the remaining capacity of the power storage device in the provisional use region. (For example, a charge amount setting unit for setting the idle charge amount IDLRGN in step S132 in the embodiment) (for example, step S132 and step S1 in the embodiment)
33).

[0007] With this configuration, when the remaining capacity of the power storage device is determined to be in the overdischarge region by the power storage region determining means, charging is performed at a fixed charge amount, and the power storage device is determined by the power storage region determining means. If the remaining capacity is determined to be in the provisional use area, for example, charging is performed with the charge amount searched in the table corresponding to the remaining capacity in the provisional use area in the embodiment. Here, when the remaining capacity of the power storage device is in the provisional use area, and when the remaining capacity of the power storage device reaches the normal use area, charging can be stopped (for example, step S125 in the embodiment). In this case, the boundary between the normal use area and the provisional use area has a hysteresis (for example, the high determination value #QBA in the embodiment).
TIDLH and a low determination value #QBATIDLL) are provided, and charging is performed when the remaining battery charge (for example, the remaining battery capacity QBAT in the embodiment) becomes a high determination value (for example, the high determination value #QBATIDLH in the embodiment). Can be stopped. This eliminates hunting at the boundary between the normal use area and the provisional use area,
Overcharge can be prevented.

[0008] Further, when charging with a fixed charge amount when the remaining capacity of the power storage device is in the overdischarge area, charging can be stopped when the remaining capacity of the power storage apparatus reaches the normal use area. Here, the charge amount as the fixed value may be a charge amount in which the remaining capacity of the power storage device is temporarily charged to the provisional use region, or may be a charge amount in which the charge is rapidly charged to the normal use region. In the case where the charging amount is such that the charging is performed up to the provisional use area, the charging may be performed in the charge mode in the provisional use area described above. As a result, the overdischarge state can be eliminated and overcharge can be prevented. Further, for example, when the battery is replaced or when the remaining capacity of the battery cannot be calculated, a certain capacity (for example, 20% charge in the embodiment) is stored, and thereafter, it is determined that the battery is in the normal use area. The charging can be terminated. This makes it possible to eliminate an overdischarge state in a case where the remaining capacity of the power storage device cannot be grasped, such as when the power storage device is replaced.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an embodiment applied to a parallel hybrid vehicle, in which the driving force of both an engine E and a motor M is transmitted via a transmission T composed of an automatic transmission or a manual transmission to front wheels Wf and W as driving wheels.
f. When the driving force is transmitted from the front wheels Wf, Wf to the motor M during deceleration of the hybrid vehicle, the motor M functions as a generator to generate a so-called regenerative braking force, and converts the kinetic energy of the vehicle body into electric energy. to recover.

The driving and the regenerative operation of the motor M are performed by the power drive unit 2 in response to a control command from the motor ECU 1. The power drive unit 2 is connected to a high-voltage battery 3 for transmitting and receiving electric energy to and from the motor M. The battery 3 includes, for example, a unit in which a plurality of cells are connected in series, and a plurality of modules. Are connected in series. The hybrid vehicle is equipped with a 12-volt auxiliary battery 4 for driving various auxiliary devices.
Is connected to the battery 3 via the downverter 5. F
The downverter 5 controlled by the IECU 11 lowers the voltage of the battery 3 to charge the auxiliary battery 4.

The FIECU 11 includes the motor ECU 1 and the motor ECU 1.
And the fuel to the engine E in addition to the downverter 5
Operation of the fuel supply amount control means 6 for controlling the supply amount;
In addition to the operation of the motor 7, the ignition timing and the like are controlled. That
Therefore, the FIECU 11 includes rear wheels Wr and W as driven wheels.
A vehicle speed sensor S for detecting a vehicle speed V based on the number of revolutions of r ₁
For detecting the engine speed NE and the signal from the engine
Speed sensor S_TwoFrom the transmission and the transmission T
Shift position sensor that detects the shift position of the vehicle
S_ThreeAnd the operation of the brake pedal 8 are detected.
Brake switch S_FourAnd the clutch pedal 9
Switch S that detects the operation of_FiveSignals from
Throttle opening sensor S for detecting throttle opening TH
₆Pipe negative pressure to detect the intake pipe negative pressure PB
Sensor S₇Is input. In FIG. 1, 2
Reference numeral 1 denotes a CVT ECU for CVT control, and 31 denotes a battery.
To protect the battery 3 and calculate the remaining capacity SOC of the battery 3.
2 shows a battery ECU. The control mode of this hybrid vehicle
The modes are "idle mode", "deceleration mode", "acceleration mode".
Mode "and" cruise mode ".

<Motor Operation Mode Determination> Next, the motor operation mode determination for determining the above-described six types of modes will be described with reference to the flowchart of FIG. In step S1 of the flowchart of FIG.
In step S2, an assist trigger determination described later is performed. Here, the discharge depth limit determination is described in Japanese Patent Application No. 10-347541, which has already been filed, and the assist trigger determination is made in Japanese Patent Application No. 10-36169, which has already been filed.
No. 5 and the details are omitted. And
The result of the assist trigger determination will be described later in step S7.
Of the motor assist determination flag F_MAST is determined.

Next, in step S3, it is determined whether or not the throttle is fully closed based on a throttle fully closed determination flag F_THIDLMG. Fully closed throttle flag F_THIDLMG is "0" in step S3, i.e., there throttle valve is fully closed, and the vehicle speed V is 0 detected by the vehicle speed sensor S ₁ in step S4, i.e., if the vehicle is in a stopped state In step S5, the "idle mode" is selected, the fuel supply is restarted following the fuel cut, and the engine E is maintained in the idle operation state.

In step S3, the throttle fully closed flag F_
THIDLMG is "0", i.e., there throttle valve is fully closed, unless the vehicle speed V is 0 detected by the vehicle speed sensor S ₁ in step S4, the regenerative braking by the motor M "deceleration mode" is selected in step S8 Is executed. In step S3, the throttle fully closed flag F_THI
If DLMG is "1", that is, if the throttle valve is open, the process proceeds to step S7, where a determination is made based on the motor assist determination flag F_MAST for determining "acceleration mode" and "cruise mode".

If the motor assist determination flag F_MAST is "1" in step S7, "acceleration mode" is selected in step S8, and the driving force of the engine E is assisted by the driving force of the motor M. If the motor assist determination flag F_MAST is "0" in step S7, the "cruise mode" is selected in step S9, and the vehicle runs with the driving force of the engine E without driving the motor M.
In this way, the motor operation output corresponding to each mode is made in step S10.

<Zoning of Remaining Battery Capacity SOC> Next, zoning of the remaining battery capacity SOC (so-called remaining capacity zoning) will be described. The remaining capacity of the battery is calculated by the battery ECU 31, and is calculated based on, for example, voltage, discharge current, temperature, and the like.

An example of this will be described. Zone A (usually used area: SOC 40% to SOC 80% to 90%)
%), The zone B (from SOC 20% to SOC 40%), which is a provisional use area, is provided below the area B.
Zone C which is an overdischarge area (from SOC 0% to SOC 20
%) Are sectioned. Above zone A, zone D, which is an overcharge area (SOC 80% to 90% to 100%).
%) Is provided. The detection of the remaining battery charge SOC in each zone is performed by integrating current values in zones A and B, and is performed by detecting a voltage value and the like due to the characteristics of the battery in zones C and D. The boundaries between the zones have upper and lower thresholds, and the thresholds are set differently when the remaining battery charge SOC increases and when the SOC decreases.

If the remaining capacity SOC of the battery ECU 31 is not reset due to the replacement of the battery 3 or the like and the remaining battery capacity SOC cannot be calculated, the initial value of the SOC is assumed to be 20%, which is the boundary between the zones C and B. Until a predetermined amount (for example, about 20%) is further added to the provisional value, operation control mainly on charging is performed as much as possible. Thus, if the actual SOC is in zone B, zone A
When the remaining battery charge SOC is in the zone A, it is determined that the battery is remaining in the zone A or to enter the zone D by the voltage, and the operation control mainly for charging is stopped. Therefore, the current remaining capacity SOC of the battery 3 is detected. Next, each zone (including the case where SOC detection is not possible)
, Assist, deceleration regeneration, idling, cruise, start, SOC initial value, assist determination, etc. will be briefly described.

In the zone A, torque assist and deceleration regeneration by the motor M are performed. Also, charge during cruise. The starting is performed by driving the motor M by the high-voltage battery 3. The difference between the zone B and the zone A is that the charge amount during the cruise is first increased. In addition, for example, the determination value of the assist trigger is increased in order to increase the charging frequency. Thus, even in the area where torque assist by the motor M is performed in the zone A, the cruise is maintained without assist in the zone B, and the charging frequency is increased by charging the cruise.

In the zone C, the torque assist by the motor M is stopped because the remaining battery charge SOC is small. Then, the charging is performed with an increased amount as compared with the case of the zone B. Also, at the time of starting, it is difficult to start the motor M of the high-pressure system. Therefore, the starting is switched to the starter motor 7 using the auxiliary battery 4 of 12V. In this zone C, since the torque assist by the motor M is not performed, there is no assist determination item. Zone D has a larger remaining capacity than zone A and is almost fully charged, so that charging and deceleration regeneration are not performed. The start is performed by the starter motor 7. Further, the determination value of the assist trigger is lowered.

"Idle Mode" Next, the "idle mode" will be described with reference to FIGS. FIG. 3 shows a flowchart for controlling the charge amount of the battery 3 in the idle mode. Introduction Step S10
At 0, it is determined whether the mode is the idle mode. If it is determined that the mode is the idle mode, the process proceeds to step S101. If it is determined in step S100 that the mode is not the idle mode, step S10
At 0A, "0" is set in the power generation amount REGEN,
Proceed to step S101. In step S101, it is determined whether or not the remaining battery charge SOC is in zone D based on the energy storage zone D determination flag F_ESZONED. If the energy storage zone D determination flag F_ESZONED is "1" in step S101, that is, if it is determined that the remaining battery charge SOC is in zone D, the process enters the idle charge amount subtraction mode in step S107 described later.

Next, in step S101, the energy storage zone D determination flag F_ESZONED is set to "0", that is, the state of charge SOC is changed to zone D.
If it is determined that the state of charge is other than the above, it is determined in step S102 whether or not the remaining battery charge SOC is in zone A by the energy storage zone A determination flag F_ESZONEA.
Determined by If the energy storage zone A determination flag F_ESZONEA is “1” in step S102, that is, if it is determined that the remaining battery charge SOC is in zone A, the operation proceeds to the idle charge amount subtraction mode in step S107 similarly to the case of zone D. enter.

If it is determined in step S102 that the energy storage zone A determination flag F_ESZONEA is "0", that is, it is determined that the remaining battery charge SOC is other than zone A, the process proceeds to step S103. In step S103, the state of the energy storage zone C determination flag F_ESZONEC is determined. Energy storage zone C determination flag F_
If ESZONEC is determined to be "1", the process enters an idle charging mode in step S104 described later. Energy storage zone C determination flag F_ESZONEC
Is determined to be “0”, the process proceeds to step S105.

In step S105, the remaining battery charge QBAT and the lower limit of zone A (the upper limit of zone B)
Is compared with a low determination value #QBATIDLL of the hysteresis values set with a width above and below. Here, the remaining battery charge QBAT is equal to the low determination value #QBATIDLL.
If it is determined that the value is smaller than
The process proceeds to the idle charging mode 104. It should be noted that the remaining battery charge QBAT is a different name from the remaining battery charge SOC that represents a zone in the sense that it represents a capacity value. On the other hand, if it is determined that the remaining battery charge QBAT is equal to or greater than the low determination value #QBATIDLL, the process proceeds to step S106, where the high determination value #QBATI of the hysteresis value is determined.
DLH is compared. Here, as described above, zone A
The hunting at the boundary between zone A and zone B is prevented by providing a hysteresis with a lower and upper limit (the upper limit of zone B) having a vertical width.

If it is determined in step S106 that the remaining battery charge QBAT is smaller than the high determination value #QBATIDLH, the process proceeds to step S108. Therefore, low determination value # QBATIDLL ≦ remaining battery charge QB
If AT <high determination value #QBATIDLH, the previous mode is continued because steps S104 and S107 are not performed. On the other hand, when it is determined that the remaining battery charge QBAT is equal to or larger than the high determination value #QBATIDLH, the process proceeds to an idle charge amount subtraction mode in step S107 described later. Then, after the idle charge amount subtraction mode of step S107 and the idle charge mode of step S104 are set, 1 is set in step S108.
Electric power corresponding to 2 volt power consumption is generated by regeneration of the motor M, and the electric power is supplied to the auxiliary battery 4. Next, in step S109, the assist amount ASTPW
Set "0" to R and return.

[Idle Charge Mode] The idle charge mode will be described with reference to the flowchart shown in FIG. First, in step S131, it is determined whether the energy storage zone C determination flag F_ESZONEC is “1”. When the energy storage zone C determination flag F_ESZONEC is “1”, that is, when it is determined that the remaining battery charge SOC is in the zone C,
In step S133, the C zone charge amount # IDLRGN2, which is a fixed value, is set to the idle charge amount IDLRGN, and the process proceeds to step S134.

On the other hand, in step S131, the energy storage zone C determination flag F_ESZONEC is set to "0", that is,
Specifically, when it is determined in step S105 that the remaining battery charge QBAT is smaller than the low determination value #QBATIDLL, in step S132, the idle charge amount IDLRGN is set to the table in the IDLRGN table for zone B shown in FIG. Searched. As shown in FIG. 5, this table shows that as the remaining battery charge SOC in the zone B increases, the idle charge amount IDLRGN decreases.
Is set.

Next, in step S134, it is determined whether or not the idle charge gradual transition timer TMIDLRGN has been reset. If it is determined that the timer has been reset, the process proceeds to step S135. Step S134
Idle charge gradual transition timer TMIDLRGN in
If it is determined that has not been reset, the process proceeds to step S139, and the idle charge execution flag F_IDL
"1" is set in RGN, and "0" is set in the assist amount ASTPWR, and the routine returns. In step S135, charging is performed by the idle charge gradual transition amount DIDLRGN, and in step S136, the power generation amount REGEN of the motor and the idle charge amount IDLRGN are compared. Here, the idle charge amount IDLRGN is a fixed value # IDLRGN2 in the zone C, and is the value searched in the table in FIG.

In step S136, the power generation amount REG
If it is determined that EN> idle charge amount IDLRGN, the idle charge amount IDLRGN is set to the power generation amount REGEN in step S137, and the timer value #TMIDLRGN is set to the idle charge gradual transition timer in step S138, and step S13 is performed.
Go to 9. On the other hand, when it is determined in step S136 that the power generation amount REGEN of the motor ≦ the idle charge amount IDLRGN, the above-described steps S138 and S1 are performed.
After returning to the processing of step S39, the above operation is repeated until the power generation amount REGEN of the motor exceeds the idle charge amount IDLRGN in step S136.

Then, such idle charging is performed in step S101 or S102 in FIG.
ES ”, that is, the remaining battery capacity S
Continue until the OC becomes Zone A or Zone D,
When the state of charge SOC of the battery reaches the zone A or the zone D, the mode shifts to the idle charge amount subtraction mode of step S104.

[Idle charge amount subtraction mode] Next, FIG.
The idle charge subtraction mode in step S104 will be described based on the flowchart shown in FIG. This idle charge amount subtraction mode is a mode in which charging is stopped mainly when the remaining battery charge SOC is in zone D (step S101) and zone A (step S102). First, in step S121, the state of the idle charging execution flag F_IDLRGN is determined. This determination is based on whether the remaining battery charge SOC is in zone A or
In the case of zone D, it is determined whether the battery has passed the idle charging mode or not.

If it is determined in step S121 that the idle charging execution flag F_IDLRGN is "1", that is, it is determined that idle charging is being performed, step S121 is executed.
At 122, it is determined whether the idle charge timer tmIDLRGN has been reset. Step S1
If it is determined in step S22 that the idle charge timer tmIDLRGN has been reset, the process proceeds to step S1.
In 23, the power generation amount REGEN is reduced to the minute power generation amount DECRG
Subtract IDL. If it is determined in step S122 that the idle charge timer tmIDLRGN has not been reset, the process returns.

If it is determined in step S124 that the power generation amount REGEN ≦ 0, the process proceeds to step S1.
25, the power generation amount REGEN is set to “0” to stop the power generation, and the idle charge execution flag F_IDL
"0" is set to RGN. Further, step S126
, The idle charge timer tmIDLRGN is set and the routine returns. As a result, charging is stopped in zones A and D, and overcharging is prevented. Also,,
When it is determined in step S124 that the power generation amount REGEN> 0, the idle charging timer tmIDLRGN is set in step S126, and the process returns to repeat the above operation.

On the other hand, in step S121, the idle charge execution flag F_IDLRGN is set to "0", that is,
Before entering the idle mode, the remaining battery charge SOC is in the zone A or the zone D, and step S10
When it is determined that the idle charging mode has not passed, the power generation amount REGEN is set to “0” in step S125 to stop the power generation, and the idle charging execution flag F_IDLRGN is set to “0”. Therefore, also in this case, overcharging is prevented. Thus, the remaining capacity SO of the battery 3 in the idle mode is
Since charging can be performed according to the state of C, the remaining capacity SOC of the battery 3 can be increased to an appropriate state. still,
The present invention is not limited to the above-described embodiment. In this embodiment, the description has been made at the time of idling.
If the engine speed is constant, such as in the cruise mode, the charging control as in the present application can be similarly performed.

[0035]

As described above, according to the first aspect of the present invention, when the remaining capacity of the power storage device is determined to be in the overdischarge region by the power storage region determining means,
When charging is performed with the charge amount fixed, and the remaining capacity of the power storage device is determined to be the provisional use area by the power storage area determination unit, for example, a table corresponding to the remaining capacity in the provisional use area in the embodiment is used. Since charging can be performed with the searched charge amount, there is an effect that charging can be performed according to the remaining capacity when the power storage device is in the overdischarge area and in the provisional use area.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a hybrid vehicle.

FIG. 2 is a flowchart illustrating a motor operation mode determination.

FIG. 3 is a flowchart of an idle mode.

FIG. 4 is a flowchart of an idle charging mode.

FIG. 5 is a graph showing a relationship between an idle charge amount and a remaining battery charge.

FIG. 6 is a flowchart of an idle charge amount subtraction mode.

[Explanation of symbols]

3 Battery (power storage device) E Engine M Motor # IDLRGN2 Charge in C zone #QBATIDLH High judgment value #QBATIDLL Low judgment value IDLRGN Idle charge SOC Battery remaining capacity Zone A Normal use area Zone B Temporary use area Zone C Overdischarge Area Zone D Overcharge area Steps S101, S102, S103 Power storage area determination means Step S125 Stop charging when remaining battery charge SOC is in the normal use area Step S132, S133 Charge amount setting means

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Noriyuki Irie 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda R & D Co., Ltd. (72) Inventor Kenji Nakano 1-4-1 Chuo, Wako-shi, Saitama No. Inside Honda R & D Co., Ltd. (72) Inventor Fumihiko Konno 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside (72) Inventor Takashi Kiyomiya 1-4-1-1 Chuo, Wako-shi, Saitama Pref. No. F-term in Honda R & D Co., Ltd. (reference) 5H115 PC06 PG04 PI16 PI24 PI29 PO02 PO09 PO11 PO17 PU08 PU23 PU25 PV09 QI04 QN03 QN25 RE05 SE04 SE05 SE06 TB04 TE02 TE03 TE06 TI02 TI05 TI06 TO23 TR19 TU16 TU17

Claims (1)

[Claims] 1. An engine that outputs a propulsive force of a vehicle, a motor that generates an auxiliary driving force that assists the output of the engine, a power supply to the motor, and a regenerative operation of the motor when the vehicle is decelerated. In a charge control device for a hybrid vehicle including a power storage device that stores regenerative energy, the remaining capacity of the power storage device is set to a normal use region, an overcharge region in which the remaining capacity is larger than the normal use region, and a normal use region. A power storage area determining means for determining a provisional use area having a small remaining capacity and an overdischarge area having a remaining capacity smaller than the provisional use area; and a determination that the remaining capacity of the power storage device is in the overdischarge area by the power storage area determining means. In the case where it is determined that charging is performed with a fixed charge amount, and when the remaining capacity of the power storage device is determined to be in the provisional use region by the power storage region determination unit,
A charge control device for a hybrid vehicle, comprising: a charge amount setting unit configured to set a charge amount according to a remaining capacity of a power storage device in a provisional use area.