JP2010154638A - Battery charge control device for motor vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently use the power of a battery up to a predetermined lower limit remaining capacity, reaching the charging base point. <P>SOLUTION: The battery charge control device includes a generated power control unit controlling a power generation motor 2, a battery 4 to be charged through the power generated by the power generation motor 2, a remaining capacity detection unit for detecting the remaining capacity of the battery 4, a drive motor 3 connected to vehicle driving wheels 6a, 6b to be driven with the power of the battery 4, a target remaining capacity setting unit for setting the target remaining capacity of the battery 4, and a necessary energy estimation unit for estimating the energy necessary for the vehicle traveling from the present location to the charging base point. The target remaining capacity setting unit sets the target remaining capacity by adding the battery remaining capacity corresponding to the necessary energy estimated by the energy estimating unit necessary for the preset lower limit remaining capacity of the battery 4. The generated power control unit controls the power generation motor 2 so that the remaining capacity of the battery 4 detected by the remaining capacity detection unit becomes the target remaining capacity. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a battery charge control device for an electric vehicle equipped with a motor and an internal combustion engine as a power source.

  Conventionally, a plug-in hybrid vehicle (HEV) capable of externally charging a vehicle-mounted battery is known in a hybrid vehicle equipped with a motor and an internal combustion engine as a power source (see, for example, Patent Documents 1 and 2).

In Patent Document 1, a route to a destination where the in-vehicle battery can be charged is searched, and an intermediate value of the remaining battery capacity at each point on the route is set based on the predicted traveling pattern. When the actual battery level is large, the motor share is increased, and when it is small, the motor share is decreased. As a result, the power can be used efficiently to reach the preset remaining battery level, that is, the remaining battery capacity can be used up to the next charge, and the economy (unit price of energy), environment (hydropower / It is said that external charging excellent in nuclear power generation etc. can be used as much as possible.

In Patent Document 2, a region where EV traveling can be performed only by a motor centering on a charging site is registered in advance, and EV traveling is possible when traveling from outside the region where EV traveling is possible toward the charging site. When the vehicle and the internal combustion engine travel (HEV traveling) before reaching a certain area, the remaining battery capacity is increased in advance, and when reaching that area, switching to EV traveling is performed. Thereby, it is supposed that EV driving with high quietness and non-pollution can be reliably performed around the charging base.
JP-A-9-163506 JP 2003-32807 A

  In Patent Document 1, if the route is found even once, the target remaining battery capacity when arriving at a rechargeable destination cannot be achieved. In other words, when the destination is reached by a shorter route than the searched route, the remaining battery capacity at the destination remains a considerably large value, so that plug-in charging cannot be performed sufficiently, and the economy and environmental performance deteriorate. On the other hand, when the vehicle arrives at a destination farther than planned, the remaining battery capacity becomes zero during traveling and the acceleration performance deteriorates. That is, in the case of a series type hybrid vehicle (SHEV), the drive motor output is limited by the maximum output of the power generation internal combustion engine and the generator, and in the case of a parallel type hybrid vehicle (PHEV), it depends on the internal combustion engine and the drive motor. Motor-assisted running becomes impossible, and in either case, the acceleration performance is greatly deteriorated compared to the normal time when the remaining battery capacity is not zero. Furthermore, there is also the inconvenience of setting a route in advance with a navigation system or the like and traveling along the set route.

  In Patent Document 2, when entering the EV travelable area toward the charging base from outside the area where EV travel centering on the charging base is entered, the remaining battery capacity required for EV travel is controlled. However, when traveling in a region where EV travel is possible toward the charging base and traveling away from the power generation base, the battery before reaching the charging base as in the case of Patent Document 1 is used. There is a possibility that the remaining capacity will reach the target value (zero), and EV driving cannot be performed around the charging base, and quietness and pollution-freeness cannot be fully exhibited.

The present invention has been made in view of such a conventional problem, and an object of the present invention is to charge the battery of an electric vehicle that can reach the charging base by efficiently using the power of the battery up to a predetermined lower limit remaining capacity. It is to provide a control device.

  A feature of the present invention is that power is generated from power generation means for generating power, power generation control means for controlling power generated by the power generation means, power generated by the power generation means, or a charger provided at a charging base. A battery that can be charged with electric power, remaining capacity detecting means for detecting the remaining capacity of the battery, an electric motor connected to a driving wheel of a vehicle that is driven using the electric power of the battery, and a target for the remaining capacity of the battery A battery charge control device for an electric vehicle, comprising: target remaining capacity setting means for setting a target remaining capacity that is a value; and necessary energy estimating means for estimating energy required for the vehicle to travel from the current location to the charging base. The target remaining capacity setting means adds a battery corresponding to the required energy estimated by the required energy estimating means to the predetermined lower limit remaining capacity of the battery. A target remaining capacity is set by adding the remaining capacity, and the generated power control means controls the power generating means so that the remaining capacity of the battery detected by the remaining capacity detecting means becomes the target remaining capacity. is there.

  By coordinating with a navigation system using GPS, it is possible to grasp the geographical relationship between a charging base such as a home and a vehicle as needed. Therefore, the necessary energy estimating means can calculate the necessary energy for the own vehicle to reach the charging base based on this information. The target remaining capacity setting means obtains the remaining battery capacity corresponding to this necessary energy, and the generated power control means always uses this as a target value and always charges the battery with the on-vehicle generator. Thereby, when the own vehicle reaches the charging base, the remaining battery capacity becomes zero. Actually, it is necessary to assume a case of restarting without connecting / charging to an external power source at the charging base, and it is necessary to secure the minimum energy that can restart the internal combustion engine in the battery. Therefore, it is necessary to add this minimum energy to the necessary energy for reaching the charging base described above.

  According to the features of the present invention, it is not always necessary to set a destination and travel along a searched route. That is, even if the vehicle travels according to a free route and a free driving pattern, the vehicle always returns to the charging base. Because the remaining battery capacity will be the target value (minimum value required for restarting the internal combustion engine, etc.) when reaching the charging site, it is excellent in economy (unit price of energy) and environment (hydropower, nuclear power generation, etc.) A lot of external charging can be used. In addition, since the remaining capacity of the battery does not become zero during traveling, the drive motor output is not limited to the maximum output of the generator in the series type hybrid vehicle, and the motor assist in the parallel type hybrid vehicle. You won't be able to run. That is, the acceleration performance does not suddenly decrease during traveling.

  As described above, according to the battery charging control device for an electric vehicle according to the present invention, the battery power can be efficiently used up to a predetermined lower limit remaining capacity to reach the charging base.

Embodiments of the present invention will be described below with reference to the drawings. In the description of the drawings, the same parts are denoted by the same reference numerals.
With reference to FIG. 1, an overall configuration of a vehicle when a battery charge control device according to an embodiment of the present invention is applied to a “plug-in series hybrid vehicle” will be described.

First, the power train will be described. The series type hybrid vehicle includes an engine 1 as an example of an internal combustion engine for power generation, a power generation motor 2 that is directly connected to the engine 1 and converts the power of the engine 1 into electric power and starts the engine, and a speed reduction mechanism 5. The drive motor 3 is connected to the drive wheels 6a and 6b and drives the vehicle or performs regenerative power generation when decelerating. The power generated by the power generation motor 2 or the power regenerated by the drive motor 3 is stored, and the drive motor 3 or engine And a battery 4 for supplying electric power stored in the generator motor 2 as a starter.

  Here, the generator motor 2 is an example of power generation means for generating electric power, and the drive motor 3 is an example of an electric motor connected to drive wheels 6a and 6b of a vehicle driven using the electric power of the battery 4.

  The generator motor 2 and the drive motor 3 drive and generate power using high-pressure three-phase alternating current. The battery 4 is charged and discharged with a high-voltage direct current. Therefore, inverters 7 and 8 for converting the AC power source and the DC power source are arranged between the generator motor 2 and the battery 4 and between the drive motor 3 and the battery 4, respectively. Further, in the series type hybrid vehicle, a battery charger 9 and an outlet 15 are connected to the battery 4 so that the battery 4 can be charged even by using a household power source that is a low-voltage single-phase alternating current.

Next, an in-vehicle controller equipped with a microcomputer will be described. The in-vehicle controller controls the motor / generator controller 10 that operates the inverters 7 and 8 to control the input / output torques of the generator motor 2 and the drive motor 3, and the intake air amount, ignition timing, and fuel injection amount of the engine 1. An engine controller 11 that controls the output torque, and a battery controller that detects the remaining capacity (SOC: State of Charge) of the battery 4 and estimates the internal state quantity such as power that can be input and output to protect the battery 4 12 and communication including traffic information transmitted from infrastructure and map data including road, altitude, road gradient, road curvature, etc. stored on DVD etc. The navigation controller 13 that searches and guides the route to the destination based on the data, and these multiple controllers cooperate. While, to control the motor drive output along the driver's request, also includes a power train integrated controller 14 for controlling the power output while considering both the drivability and fuel economy (economical efficiency). The various controllers 10 to 14 are connected by a high-speed communication network and share various data.

  Here, the battery controller 12 is an example of a remaining capacity detection unit that detects the remaining capacity of the battery 4. The remaining capacity of the battery 4 is a concept including the charging rate of the battery 4.

  The powertrain integrated controller 14 includes a generated power control unit (generated power control means) that controls the generated power of the generator motor 2 and a target remaining capacity setting unit that sets a target remaining capacity that is a target value of the remaining capacity of the battery 4 ( Target remaining capacity setting means) and a required energy estimation unit (necessary energy estimation means) for estimating energy required for the vehicle to travel from the current location to a charging base such as home.

  The required energy estimation unit grasps the geographical relationship between the charging base such as home and the vehicle at any time in cooperation with the navigation system using GPS, and the vehicle reaches the charging base based on this geographical relationship. The required energy is calculated. The target remaining capacity setting unit obtains a remaining battery capacity corresponding to the required energy, and sets a predetermined remaining capacity by adding a predetermined lower limit remaining capacity of the battery 4 to the remaining battery capacity. The generated power controller controls the generator motor 2 so that the remaining capacity of the battery 4 detected by the remaining capacity detector becomes the target remaining capacity, and charges the battery 4 with the generator motor 2. Thereby, when the vehicle reaches the charging base, the remaining capacity of the battery 4 becomes zero. Actually, it is necessary to assume a case of restarting without connecting / charging to an external power source at the charging base, and it is necessary to secure the minimum energy in the battery 4 that can restart the engine 1. Therefore, the lower limit remaining capacity corresponding to this minimum energy is added to the remaining battery capacity corresponding to the required energy for reaching the charging base described above. Note that the lower limit remaining capacity of the battery 4 when it reaches the charging base may be changed according to a preset or estimated external chargeable time at the charging base.

  The powertrain integrated control controller 14 further includes a data storage unit that stores the map data shown in FIGS. 2 and 3 and the correction data shown in FIG. FIG. 2 is an example of map data in which the target driving force is predetermined according to the accelerator operation amount and the vehicle speed. FIG. 3 is map data in which the target remaining capacity of the battery 4 is predetermined according to the distance between the charging base and the vehicle. FIG. 4 is an example of correction data in which a correction amount of the target driving force is determined in advance according to an altitude difference obtained by subtracting the altitude of the vehicle from the altitude of the charging base. Here, the “distance between the charging base and the vehicle” is the shortest traveling distance along the road actually obtained based on the road map information.

  In the embodiment of the present invention, the engine and the generator motor are relatively small in order to take advantage of the efficiency and economy characteristic of the hybrid vehicle and the drivability (high response etc.) characteristic of the electric vehicle. The drive motor is assumed to be relatively large.

  An example of a control operation performed by the powertrain integrated control controller 14 will be described with reference to FIG. The control operation shown in FIG. 5 is executed at a specific calculation cycle.

  (A) First, in step S1, an accelerator operation amount as an acceleration intention of the driver is measured from an output signal from an accelerator sensor (potentiometer). In step S2, the vehicle speed is measured using a wheel speed sensor that generates a pulse signal indicating a frequency or a rotation cycle corresponding to the rotation speed of the wheel. Actually, the frequency or rotation cycle measured at another timing is converted into the vehicle speed at this timing.

  (B) Proceeding to step S3, the data received from the other controllers 10 to 13 excluding the power train integrated control controller 14 via the high-speed communication network is read from the reception buffer. From the battery controller 12, the remaining capacity (SOC) of the battery 4 and the power that can be inputted and outputted, from the engine controller 11, an engine start determination flag and the engine speed, and from the motor / generator controller 10, the rotation of the generator motor 2. The number and the number of rotations of the drive motor 3 are received from the navigation controller 13 from the charging base and the distance between the vehicle and the altitude difference.

  (C) Proceeding to step S4, the target driving force corresponding to the accelerator operation amount and the vehicle speed is calculated using the map data shown in FIG. Further, a drive motor torque command value is calculated by multiplying the target drive force by a constant including the tire effective radius / reduction ratio. In addition, what is necessary is just to implement the torque correction for suppressing the rattling vibration resulting from the twist of a drive shaft with a well-known technique.

  (D) Proceeding to step S5, the target remaining capacity (target SOC) is determined according to the shortest travel distance between the charging base and the vehicle with reference to the map data shown in FIG. Specifically, the travel pattern to the charging site is virtually calculated, and the energy required to reach the charging site by running the vehicle using the remaining capacity of the battery 4 without generating electricity with the generator motor 2 is calculated. . The target remaining capacity is obtained by adding the lower limit remaining capacity of the battery 4 considering engine restart to the remaining battery capacity corresponding to this required energy. Naturally, the target remaining capacity increases as the traveling shortest distance increases, and the target remaining capacity decreases as the traveling shortest distance decreases. Further, the energy required to reach the charging base changes according to the altitude difference between the charging base and the vehicle. Therefore, using the correction map shown in FIG. 4 stored in advance in the data storage unit, the above-described target remaining capacity is increased or decreased in accordance with the altitude difference between the charging base and the vehicle.

  (E) Proceeding to step S6, the target remaining capacity of the battery 4 is compared with the actual remaining capacity. If the target remaining capacity is larger than the actual remaining capacity (YES in S6), the process proceeds to step S8, and if the target remaining capacity is equal to or less than the actual remaining capacity (NO in S6), it is determined that charging by power generation is not necessary. And it progresses to S7 stage.

  (F) In step S7, a flag that instructs the engine 1 and the generator motor 2 to stop is set. On the other hand, in step S8, it is determined whether the engine 1 has been started based on information received from the engine 1. If it is not yet started, the process proceeds to step S9, and if already started, the process proceeds to step S11.

  (G) In step S9, the generator motor 2 is used to perform a rotation speed feedback control calculation so as to maintain the minimum rotation speed for starting the engine 1, and a generator motor torque command value is calculated. When the generator motor torque command value is a positive value, the battery 4 discharges. Proceeding to step S10, a flag for requesting start of the engine 1 is set, and the intake air amount, ignition timing, and fuel injection amount necessary for starting the engine 1 are requested to the engine controller 11.

  (H) On the other hand, in step S11, the rotational speed feedback control calculation is performed with the rotational speed N that can be efficiently generated using the power generation motor 2 as a target value, and the power generation motor torque command value is calculated. Here, when the generator motor torque command value is a negative value, the battery 4 is charged.

  (I) Proceeding to step S12, feedback control calculation such as proportional control using a deviation between the target remaining capacity and the actual remaining capacity is performed so that the target remaining capacity of the battery 4 and the actual remaining capacity match, and the engine 1 output (≈ power generation output) is calculated. The calculated power generation output is converted into an engine torque command value using the rotational speed N that can generate power efficiently.

(N) Proceed to step S13 and use the high-speed communication network to transfer the above-described engine torque command value, power generation motor torque command value, drive motor torque command value, and engine stop / start request flag to the other controllers 10-13. Send each one. As described above, the powertrain integrated control controller 14 (generated power control unit) controls the power generation motor 2 so that the remaining capacity of the battery 4 detected by the battery controller 12 always becomes the target remaining capacity. 2 can charge the battery 4.
(Comparative example)
As shown in FIG. 7 (a), in the control method described in Patent Document 1, a route that reciprocates between the house 51 and the company 52 is set by setting a route search by navigation, using the house 51 as a starting point and a destination. In the case of reciprocating between the house 51 and the company 52 along the set route without deviating from the set route, as shown in FIG. 7B, when the vehicle arrives at the destination (charging base), a predetermined lower limit remaining capacity ( Zero).

  However, if the vehicle deviates even once from the set route, the predetermined lower limit remaining capacity cannot be achieved when the vehicle arrives at the destination. That is, when the destination is reached via the route indicated by the broken line in FIG. 8A, which is a shortcut than the setting route indicated by the two-dot chain line in FIG. 8A, as indicated by the broken line in FIG. In addition, the battery remaining capacity when reaching the destination becomes a value larger than the predetermined lower limit remaining capacity, and the plug-in charging cannot be sufficiently performed, so that the economy and environmental performance are deteriorated.

  On the other hand, when passing the route indicated by the alternate long and short dash line in FIG. 8A, which is more detour than the setting route indicated by the alternate long and two short dashes line in FIG. 8A, as shown by the alternate long and short dash line in FIG. Thus, the remaining capacity of the battery 4 becomes zero and the acceleration performance deteriorates.

  On the other hand, in the embodiment of the present invention, the route between the house 21 and the company 22 indicated by the two-dot chain line in FIG. However, even when the route shown by the alternate long and short dash line is taken, the remaining capacity of the battery 4 when it reaches the charging base is always the lower limit remaining capacity (target value when the base arrives).

In FIG. 6B, the solid line shows the remaining capacity and the lower limit remaining capacity of the battery 4 corresponding to the required energy that can reach the charging base by EV traveling with respect to the distance between the charging base (house 21) and the vehicle. The added target remaining capacity is indicated by a charging rate divided by the total capacity of the battery 4. The two-dot dashed line shows the change in the charging rate when traveling along the set route, the broken line shows the change in the charging rate when traveling on the shortcut route rather than the set route, and the alternate long and short dash line is from the set route Also shows the change in the charging rate when traveling on a roundabout route.

  At the time of leaving the house 21, the battery 4 is fully charged by plug-in charging by a household power source, that is, the charging rate is 100%. From the departure from the house 21 until the charging rate reaches the solid line, the vehicle travels without generating power by the engine 1 in any of the above three routes. After the actual remaining capacity of the battery 4 reaches the target remaining capacity, that is, the solid line in FIG. 6B, the power generation by the engine 1 is performed so that the actual remaining capacity does not deviate significantly from the solid line in any travel route. I do. However, regenerative power generation, which is more economical, is an exception and will be actively prioritized. Thus, when the battery reaches the charging base (house 21), the remaining capacity of the battery 4 is always the lower limit remaining capacity (target value when the base is reached).

  As described above, according to the embodiment of the present invention, the following operational effects can be obtained.

  By controlling the generator motor 2 so that the remaining capacity of the battery 4 detected by the battery controller 12 becomes the target remaining capacity, it is not always necessary to set the destination and travel along the searched route. Even if the vehicle travels in a free route and in a free driving pattern, the remaining capacity of the battery 4 is always set to the target value (minimum value required for restarting the engine 1) when the battery 4 arrives at the charging site. Therefore, it is possible to use external charging with a household power source that is excellent in economy (unit price of energy) and environment (hydropower, nuclear power generation, etc.). Further, since the remaining capacity of the battery 4 does not become zero during traveling, in the series type hybrid vehicle, the drive motor output is not limited to the maximum output of the generator motor 2, and in the parallel type hybrid vehicle, There is no possibility that motor-assisted running will not be possible. That is, the acceleration performance does not suddenly decrease during traveling.

  When the distance between the charging base and the vehicle is long, the target remaining capacity is set high, and when the distance between the charging base and the vehicle is short, the target remaining capacity is set low. By using the distance between the charging base and the vehicle as a geographical measure, it is possible to roughly grasp the energy required to travel to the charging base.

  The distance between the charging base and the vehicle is the shortest traveling distance along the actual road obtained based on the road map information. Unlike urban areas where roads run endlessly and horizontally, even in the countryside and mountainous areas where there are few roads, even if the energy required to travel to the charging base using the straight distance between the charging base and the vehicle is calculated, the actual road along the road The error with the distance traveled is too large to make sense. Therefore, by using the shortest mileage along the actual road, it is possible to efficiently use the power of the battery 4 up to a predetermined lower limit remaining capacity even in the countryside or mountainous area where there are few roads, to the charging base Can reach. Of course, the distance between the charging base and the vehicle may be a linear distance between the charging base and the vehicle.

When the altitude of the vehicle relative to the charging base is low, the target remaining capacity is corrected in the increasing direction, and when the altitude of the vehicle relative to the charging base is high, the target remaining capacity is corrected in the decreasing direction. Thereby, even if there is an altitude difference between the charging base and the vehicle, the power of the battery 4 can be efficiently used to reach the charging base up to a predetermined lower limit remaining capacity. That is, when the altitude of the vehicle with respect to the charging base is low, more energy is required to return to the charging base, so the target remaining capacity is corrected in the increasing direction. As a result, it is possible to suppress the remaining capacity from becoming zero during traveling and reducing the traveling performance. On the contrary, when the altitude of the vehicle with respect to the charging base is high, the energy required for returning to the charging base is small due to the potential energy of the vehicle, so the target charging rate is corrected in the decreasing direction. Thereby, when the internal combustion engine performs excessive power generation and returns to the charging base, it is possible to prevent the remaining capacity from becoming more than a predetermined lower limit remaining capacity. Therefore, it is possible to sufficiently use external charging (plug-in charging) excellent in economic efficiency and environmental performance.

  The lower limit remaining capacity of the battery when it reaches the charging base is changed according to the external chargeable time at the charging base set or estimated in advance. Thereby, even when there is not enough time for external charging at the charging base, the vehicle can always leave the charging base in the best state of full charge.

  As mentioned above, although this invention was described by one embodiment and its modification, it should not be understood that the statement and drawing which form a part of this indication limit this invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art. That is, it should be understood that the present invention includes various embodiments and the like not described herein. Therefore, the present invention is limited only by the invention specifying matters according to the scope of claims reasonable from this disclosure.

1 is a block diagram showing an overall configuration of a vehicle when a battery charge control device according to an embodiment of the present invention is applied to a “plug-in series hybrid vehicle”. It is a graph which shows an example of the map data which predetermined the target driving force according to the accelerator operation amount and the vehicle speed. It is a graph which shows an example of the map data which predetermined the target remaining capacity of the battery 4 according to the shortest travel distance between a charging base and a vehicle. It is a graph which shows an example of the correction data which predetermined | prescribed the correction amount of addition / subtraction of a target remaining capacity according to the altitude difference which subtracted the altitude of the vehicle from the altitude of the charging base. 4 is a flowchart showing an example of a control operation performed by a powertrain integrated control controller 14. FIG. 6A is a schematic diagram illustrating a preset route that makes a round trip between the house 51 and the company 52, and a shortcut route and a detour route. (B) is a graph which shows the relationship between the vehicle position along each path | route, and target remaining capacity. FIG. 7A is a schematic diagram showing a set route that reciprocates between a house 51 and a company 52 set in advance, and FIG. 7B is along the set route. It is a graph which shows the relationship between a vehicle position and target remaining capacity. FIG. 8A and FIG. 8B are diagrams showing problems of the technique described in Patent Document 1 shown in FIG.

Explanation of symbols

1 engine 2 generator motor (power generation means)
3 Drive motor (electric motor)
4 Battery 5 Deceleration mechanism 6a, 6b Drive wheel 7 Inverter 9 Charger 10 Motor / generator controller 11 Engine controller 12 Battery controller 13 Navigation controller 14 Powertrain integrated control controller 15 Outlet 21 House 22 Company

Claims (5)

Power generation means for generating electric power;
Generated power control means for controlling the power generated by the power generation means;
A battery that can be charged with the power generated by the power generation means or the power output from a charger provided at a charging base;
A remaining capacity detecting means for detecting the remaining capacity of the battery;
An electric motor connected to drive wheels of a vehicle driven using the electric power of the battery;
Target remaining capacity setting means for setting a target remaining capacity which is a target value of the remaining capacity of the battery;
With necessary energy estimating means for estimating energy required for the vehicle to travel from the current location to the charging base,
The target remaining capacity setting means sets a target remaining capacity by adding a battery remaining capacity corresponding to the required energy estimated by the required energy estimating means to a predetermined lower limit remaining capacity of the battery,
The power generation control means controls the power generation means so that the remaining capacity of the battery detected by the remaining capacity detection means becomes the target remaining capacity.   The target remaining capacity setting means sets the target remaining capacity high when the distance between the charging base and the vehicle is long, and sets the target residual capacity low when the distance between the charging base and the vehicle is short. The battery charging control device for an electric vehicle according to claim 1.   The battery charging control device for an electric vehicle according to claim 1 or 2, wherein the distance between the charging base and the vehicle is a traveling shortest distance along an actual road obtained based on road map information.   The target remaining capacity is corrected in the increasing direction when the altitude of the vehicle with respect to the charging base is low, and the target remaining capacity is corrected in the decreasing direction when the altitude of the vehicle with respect to the charging base is high. 4. The battery charge control device for an electric vehicle according to claim 3.   The lower limit remaining capacity of the battery when reaching the charging base is changed according to a preset or estimated external charging time at the charging base, according to any one of claims 1 to 4. The battery charge control apparatus of the electric vehicle as described.

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