JP2010279108A - Battery charge control device for electric vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the accuracy of prediction of an external charging spot at which an electric vehicle drops for battery charge. <P>SOLUTION: When there are multiple charging spots, a charging spot which can be reached at by EV running without necessity for charging by power generation is selected. When a remaining battery energy is large, charging is not carried out at a charging spot and charging is not carried out at a charging spot located within a second battery energy set value circle. Accordingly, at the position of (a), none of the charging spots A, B, C is selected as a planned charging spot. At the position of (b), the spot A comes in between the first and second battery energy set value circles, and therefore the spot A is selected as a planned charging spot. Thereafter, this spot A is used to set a target SOC and EV running based on this target SOC is started. At the position of (c), the area of decision of a planned charging spot between the first and second battery energy set value circles is kept in contact with the spot A and reduced in size. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an electric vehicle including a hybrid vehicle equipped with both an electric motor and an internal combustion engine, as well as an electric vehicle equipped with an electric motor driven by electric power from an in-vehicle battery as a driving power source. The present invention relates to a battery charge control device for an electric vehicle in which a battery for an electric motor can be charged by an external power supply device.

As a battery charging control device for an electric vehicle capable of charging a battery with a power supply device provided outside the vehicle, for example, a device as described in Patent Document 1 has been proposed.
In a hybrid vehicle that can be charged with a battery by an external power supply device, this battery charge control device is mounted on the vehicle as the travel distance from the current position of the vehicle (vehicle position) to a predetermined charging base such as a home is shorter. A technique for setting a lower limit value of a state of charge (SOC) at which charging of a battery is to be started is disclosed.

According to the battery charging control device of the hybrid vehicle capable of charging the battery by the external power supply device, the battery storage rate is obtained when the vehicle returns to the charging base such as a home even if the vehicle travels in an arbitrary driving pattern. It is likely that it is in a low state.
For this reason, it is possible to use a lot of energy from household power sources that are economical (energy costs) and environmental (hydropower, nuclear power, etc.) for charging the battery. High contribution to improvement and environmental protection can be realized.

JP 2007-099223 A

  However, in the conventional battery charge control device, it is conceivable that this charge is performed without any restriction when the driver tries to stop at an external charging station that is in the middle of traveling.

  Therefore, if the battery is fully charged at an external charging stand, the battery storage rate when returning to a charging base such as home may be considerably high, and charging at a low-cost charging base is sufficient. The problem that it cannot be used in the case arises.

  The present invention provides a drastic solution to the problem by improving the accuracy of prediction of an external charging site where the driver will stop for battery charging, and the driver charging the external charging site to be predicted in charge control by power generation. Therefore, based on the fact that it is best to match as much as possible to the external charging base that actually stops, a battery charging control device by power generation of a hybrid vehicle that realizes the above solution by embodying this idea The purpose is to propose.

For this purpose, the battery charging control device for an electric vehicle according to the present invention is configured as follows.
First, an electric vehicle that is a premise of the present invention will be described. This is an electric vehicle that can be charged by an in-vehicle power generation device and can be driven by electric power from a battery that can be charged by a power supply device at an external charging base. is there.

  The battery charge control device according to the present invention provides a vehicle position detection unit, an external charging site registration unit, a battery energy set value calculation unit, and an external charging site reaching travel energy estimation unit as described below. And an external charging scheduled point setting means and a power generation control means.

The own vehicle position detecting means detects the current position of the own vehicle, and the external charging base registration means is for registering a usable external charging base.
The battery energy set value calculating means obtains a first battery energy set value smaller than the remaining amount of battery energy and a second battery energy set value smaller than this set value.

The travel energy estimating means for reaching the external charging base is an external charge required for traveling from the current position of the own vehicle detected by the own vehicle position detecting means until reaching the external charging base registered by the charging base registration means. The travel energy for reaching the base is estimated individually.
The external charging scheduled point setting means is configured such that, of the external charging bases registered by the charging base registration means, the external charging base reaching travel energy estimated by the external charging base reaching travel energy estimating means is the battery energy set value. An external charging base that is a value between the first battery energy setting value and the second battery energy setting value respectively obtained by the calculation means is set as an external charging scheduled point.

  When the power generation control means arrives at the planned external charge point based on the travel energy for reaching the external charge base that is the travel energy for reaching the external charge base related to the planned external charge point set by the planned external charge point setting means Charging is performed by the on-vehicle power generator so that the battery storage rate of the battery becomes the minimum necessary target value.

  According to the battery charge control device of the present invention, of the registered external charge bases, the external charge whose travel energy for reaching the external charge base is a value between the first battery energy set value and the second battery energy set value The base is assumed to be the external charging point, and based on the travel energy for reaching the external charging base related to the planned external charging point (running energy for reaching the external charging planned point), the battery storage rate when the planned external charging point is reached is minimized. Since charging by the in-vehicle power generation device is performed so as to be the target value, the planned external charging point predicted in the charging control can be made to coincide well with the external charging base where the driver actually stops for battery charging.

The reason will be described below.
If there are multiple external charging bases around the vehicle, drivers, especially those with high cost awareness and environmental awareness, should be able to reach the external charging base that can be reached only by EV driving without the need for charging by the on-vehicle generator. I'm going to go.
For this reason, among the registered external charging bases, external charging bases whose traveling energy for reaching the external charging base is a relatively large value that is less than the first battery energy set value are designated as external charging scheduled points. The scheduled charging point can be matched well with the external charging base where the driver actually stops for battery charging.

On the other hand, when the remaining amount of battery energy is sufficiently large, the driver does not actively charge at the external charging base.
For this reason, out of the registered external charging bases, the external charging base where the traveling energy for reaching the external charging base is a value that is equal to or larger than the second battery energy setting value is set as the external charging scheduled point. By making the external charging base where the driving energy for reaching the base is less than the second battery energy setting value not to be the external charging scheduled point, the driver can actually use this external charging planned point for battery charging. It can be matched well with the external charging base where you stop by.

  Therefore, according to the present invention, the estimated external charging point predicted in the charge control can be matched well with the external charging base where the driver actually stops for battery charging, and during the charging control based on the planned external charging point, Unlike the above-mentioned problem, that is, the external charging base where the external charging scheduled point is actually charged, there is a problem related to the deterioration of vehicle drivability due to insufficient battery remaining, and the charging cost is high because the charging at the external charging base cannot be used frequently. It is possible to avoid the problem of increasing the environmental load.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic system diagram showing a drive system (power train) of an externally chargeable series hybrid vehicle including a battery charge control device according to an embodiment of the present invention, together with the control system. 2 is a flowchart showing a main routine of power train control executed by an integrated controller in FIG. 1. 3 is a flowchart showing a subroutine related to target SOC setting processing in the main routine in FIG. FIG. 5 is a characteristic diagram relating to a target driving force of a vehicle having vehicle speed VSP and accelerator opening APO as parameters. FIG. 6 is a diagram showing a change characteristic of a calculation coefficient used when calculating a second battery energy set value. It is a diagram which shows the change characteristic of the external charge base search range angle | corner (alpha) with respect to battery electrical storage rate SOC. It is a diagram which shows the change characteristic of target SOC with the change condition of the battery electrical storage rate SOC during EV driving | running | working and HEV driving | running | working. It is a diagram which shows the change characteristic of the target SOC increase / decrease correction amount according to the altitude difference between the own vehicle position and the planned external charging site. It is a distance chart which shows the change condition of the battery electrical storage rate SOC when the external charging base estimated that the driver | operator will stop for charge corresponds with an actual external charging base. FIG. 10 is a distance chart similar to FIG. 9 showing a change state of the battery storage rate SOC when the external charging base predicted that the driver will stop for charging is different from the actual external charging base. In the target SOC setting program of FIG. 3, the operation when setting the external charging scheduled point candidate 1 is shown, (a) is an operation explanatory diagram at the start of setting of the external charging planned point candidate 1, and (b) is the traveling (C) is an operation explanatory diagram at the driving position when EV driving is started when one of the registered charging bases becomes the external charging scheduled point candidate 1 with the progress of (c), when the battery storage rate decreases due to EV driving It is operation | movement explanatory drawing in a driving | running | working position. When the first battery energy setting value is set to a value obtained by subtracting the target battery energy remaining amount from the battery energy remaining amount, FIG. 6 is a diagram showing a comparison with a tendency of battery charge rate decrease during EV travel when is set to the same value as the remaining amount of battery energy. In the target SOC setting program of FIG. 3, the operation when setting the external charging planned point candidate 2 is shown, (a) is an operation explanatory diagram at the start of setting the external charging planned point candidate 2, and (b) is the traveling (C) is an explanatory diagram of the operation at the driving position when EV driving is started with one of the registered charging bases as the external charging scheduled point candidate 2 due to the progress of (c), when the battery storage rate decreases due to EV driving It is operation | movement explanatory drawing in a driving | running | working position. In the target SOC setting program of FIG. 3, the battery according to the case where the priority according to the distance from the own vehicle position is set for the external charging planned point candidate 2 and the priority of the charging base at a far position where the distance is long is increased. It is a diagram which shows the change condition of electrical storage rate SOC compared with the change condition of battery electrical storage rate SOC when the priority of the charge base in the near side is made high.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration of drive system>
FIG. 1 shows a drive system (power train) of a hybrid vehicle including a battery charge control device according to an embodiment of the present invention, together with the control system.
The hybrid vehicle in the present embodiment charges the battery 3 that is the in-vehicle power source with the electric power obtained by driving the generator motor 2 by the engine 1, and drives the electric motor 4 with the electric power from the battery 3, A so-called series-type hybrid vehicle that can travel by driving the left and right drive wheels 6L and 6R via the final reduction gear 5 (including a differential gear device) with the power from the electric motor 4 is provided.
Therefore, the engine 1 and the power generation motor 2 constitute an in-vehicle power generation device according to the present invention, and the electric motor 4 corresponds to a traveling power source according to the present invention.

  In this embodiment, the engine 1 and the generator motor 2 are small in size with relatively low output and high efficiency in order to improve efficiency and economy, and the drivability (high response, etc.) is used as the electric motor 4. In order to increase the size, it is preferable to use a large-sized one having a relatively high output.

Here, the generator motor 2 is driven not only by the engine 1 and used as a generator (generator) as described above, but also by the power from the battery 3 and used as a starter motor for starting the engine 1. It is what you make.
The electric motor 4 is not only responsible for driving the drive wheels 6L and 6R as described above, but also has a regenerative braking function that converts the rotational energy of the drive wheels 6L and 6R into electric power and directs it to the battery 3 when the vehicle decelerates. Also fulfills.

The charging of the battery 3 is not only performed by the electric power from the generator motor 2 driven by the engine as described above, but also from the household power source 7 and the charging stand (commercial facility) 8 which are external charging bases. It is assumed that the charging can be performed also by charging according to.
Therefore, the hybrid vehicle in the present embodiment is a series hybrid vehicle capable of external charging of the battery.

  However, the battery charge control device of the present invention is not limited to such a series hybrid vehicle, and may be applied to a parallel hybrid vehicle, a hybrid hybrid vehicle, or the like as long as it is a hybrid vehicle capable of external charging of the battery. Needless to say, it is applicable.

The generator motor 2 and the electric motor 4 are each a high-voltage three-phase AC motor, and the battery 3 is a high-voltage DC battery.
For this reason, the generator motor 2 and the battery 3 are interconnected by an inverter 9 that is an AC-DC converter, and the electric motor 4 and the battery 3 are interconnected by an inverter 10 that is an AC-DC converter.
These inverters 9 and 10 also control the power control function between the motors 2 and 4 and the battery 3 in the above AC / DC conversion.

Among the household power supply 7 and charging stand 8 that are power sources for charging using an external power source, the household power supply 7 has a low voltage, while the charging station 8 has a high voltage so that it can be quickly charged. To do.
In order to be able to charge the battery 3 with the electric power from the household power supply 7 and the charging stand 8, a charger 11 is provided by connecting to the battery 3, and a plug 11a for plugging into the household power supply 7 is connected to the charger 11. And a plug 11b for plugging in the power supply of the charging stand 8.

<Control system configuration>
Next, an in-vehicle controller that controls the drive system (power train) described above will be described.
The in-vehicle controller can be a microcomputer, and includes a motor / generator controller 20, an engine controller 21, a battery controller 22, a navigation controller 23, a charger controller 24, and a power train integrated control controller 25.

The motor / generator controller 20 adjusts the input / output torque (the power generation load and drive load of the motors 2 and 4) of the power generation motor 2 and the electric motor 4 through the control of the inverters 9 and 10.
The engine controller 21 controls the engine output torque by operating the intake air amount, ignition timing, and fuel injection amount of the engine 1.
The battery controller 22 estimates an internal state quantity such as a storage rate (SOC) of the battery 3 and chargeable / dischargeable energy, and performs battery protection.

The navigation controller 23 receives the GPS signal from the earth positioning satellite to detect the position of the own vehicle (own vehicle position detecting means), or the map data (road, altitude, road gradient, road curvature) stored in a medium such as a DVD. Etc.) and communication data (congestion information, etc.) from the traffic infrastructure, route search and guidance to the destination on the go.
The charger controller 24 executes / stops charging of the battery 3 by the electric power from the household power source 7 and the charging stand 8.
The integrated controller 25 controls the drive output of the electric motor 4 in accordance with the driver's request while cooperatively controlling the plurality of controllers 20 to 24, and considers both driving performance and fuel economy (economic efficiency). The power generation load of the power generation motor 2 is controlled.

<Battery charge control>
The controllers 20 to 25 can communicate with each other via a high-speed communication network, share various data among the controllers, and the power train integrated control controller 25 executes the control program shown in FIGS. Thus, the battery charge control targeted by the present invention is performed as follows.

FIG. 2 shows a main routine of power train control executed by the integrated controller 25. This main routine is repeatedly executed at regular intervals.
In step S1, the amount of depression of the accelerator pedal that is depressed when the driver commands the required driving force of the vehicle, that is, the accelerator opening APO is measured.
In this measurement, the measurement is performed based on an output signal from an accelerator opening sensor (potentiometer) (not shown) that detects the depression stroke of the accelerator pedal.

In the next step S2, the vehicle speed VSP is measured based on a signal from a wheel speed sensor (not shown) that generates a pulse signal having a frequency (cycle) corresponding to the rotational speed of the wheel.
Actually, the frequency (or period) measured at another timing is converted into the vehicle speed VSP at this timing, and the measurement is performed.

In step S3, the following various data received from the controllers 20 to 24 via the high-speed communication network are read from the reception buffer.
From the motor / generator controller 20, the rotational speed of the generator motor 2 and the rotational speed of the electric motor 4 are read.
The engine controller 21 reads the engine 1 start determination flag and the engine speed.
From the battery controller 22, the storage rate SOC of the battery 3 is read.
From the navigation controller 23, the home power supply location (home) registered by the driver using the navigation controller 23, an external charging base (external charging base registration means) such as a charging stand, and these external charging bases Various road information (travel route, travel distance, altitude, traffic jam information, etc.) between the vehicle position is read.
From the charger controller 24, connection information of the charging plug 11a or 11b to the household power source 7 or the charging stand 8, which is an external charging device, and charging power information of the external charging devices 7 and 8 are received.

In step S4, the target driving force of the vehicle requested by the driver is searched from the accelerator opening APO and the vehicle speed VSP based on the map to be exemplified in FIG. 4, and a constant (tire effective radius / deceleration) is calculated. The torque command value of the electric motor 4 is calculated.
Note that if torque correction for suppressing rattling vibration caused by twisting of the drive shaft is necessary, this torque correction can be performed in a well-known manner.

Steps S5 to S12 show processing for battery charge control by power generation targeted by the present invention, and correspond to power generation control means in the present invention.
In step S5, the control program of FIG. 3 is executed, and the target battery storage rate SOC (target SOC) is calculated as follows.

In step S5-1 in FIG. 3, it is determined whether or not the driver intends to pre-register the external charging base by operating the navigation system.
Therefore, the navigation system corresponds to the external charging site registration means in the present invention.
If it is determined in step S5-1 that there is a request for registration of the external charging site, in step S5-2, after the requested external charging site is registered, the control proceeds to step S5-3, and step S5- If it is determined in step 1 that there is no request for registration of the external charging site, step S5-2 is skipped and control proceeds to step S5-3.

In step S5-3, considering the drivability of the vehicle and the like, the battery charge rate (SOC) that is to be maintained at the minimum when reaching the external charging base for charging is set as the target SOC lower limit value.
In step S5-4, the target SOC lower limit value set as described above is converted into battery energy to obtain the target battery energy lower limit value, and the target battery energy lower limit value is subtracted from the current battery energy remaining amount. A relatively large first battery energy setting value used for searching the charging base is obtained.

In step S5-5, based on the map data illustrated in FIG. 5 set in advance according to the remaining battery energy level, the second battery energy set value calculation coefficient K ( (A positive number less than 1) and multiply the calculated coefficient K by the relatively large first battery energy setting value obtained in step S5-4 to obtain a relatively small second battery energy setting value. Ask.
Therefore, step S5-4 and step S5-5 correspond to the battery energy set value calculation means in the present invention.
Here, as shown in FIG. 5, the calculation coefficient K is set to a smaller value as the remaining battery energy (battery storage rate SOC) decreases, whereby the second battery energy set value becomes the remaining battery energy (battery storage rate). It should be such that it decreases as SOC) decreases.

  In step S5-6, information such as the current position and altitude of the vehicle is obtained from the navigation system (vehicle position detection means), and information such as the position and altitude of the external charging base registered in step S5-2 is obtained. Obtain and calculate the straight line distance from the vehicle position to the external charging base (or the shortest distance on the road) calculated using these information, traffic information, etc., and reach the external charging base from the vehicle position to the external charging base. Driving energy is individually obtained (running energy estimation means for reaching the external charging base), and this is compared with a relatively large first battery energy setting value, so that the external charging base registered by the driver in advance (step S5 -2) Search for external charging bases that can be reached with the first battery energy.

In step S5-7, by comparing the travel energy for reaching the external charging site obtained in step S5-6 with the relatively small second battery energy setting value, the external charging site searched in step S5-6 is determined. Among them, the external charging base where the travel energy required for reaching the second battery energy or more is set as the external charging planned point candidate 1, and the other external charging bases are excluded from the external charging planned point candidate 1, Judged as an external charging base where the driver does not stop for charging.
Therefore, step S5-6 and step S5-7 correspond to the external charging scheduled point setting means in the present invention.

In step S5-8, whether there is an external charging base that matches the navigation destination set by the driver via the navigation system among the external charging bases selected as candidate external charging planned points 1 as described above. Determine whether or not.
If there is no external charging base that matches the navigation destination among the external charging bases selected as the candidate for external charging scheduled point 1, the estimated external charging point is estimated as follows in steps S5-9 to S5-14. continue.

In step S5-9, only the external charging bases that are within the external charging base search range angle α on both the left and right sides of the vehicle traveling direction are externally charged among the external charging bases selected as the external charging scheduled point candidate 1 The scheduled charging point candidate 2 is excluded, and the external charging site that is out of the external charging site search range angle α in front of the vehicle traveling direction is excluded from the planned external charging site.
Here, as shown in FIG. 6, the external charging base search range angle α is increased as the remaining amount of battery energy is decreased according to the remaining battery energy (battery storage rate SOC), and the external charging is performed as the remaining battery energy is decreased. Increase the number of planned point candidates 2.

In step S5-10, it is determined whether or not there are a plurality of planned charging point candidates 2 described above. If there are a plurality of candidate charging point candidates 2, the priority as the candidate charging point candidate is set higher in order of increasing distance from the vehicle.
Needless to say, if there is only one candidate charging point candidate 2, the candidate charging point candidate 2 is the highest candidate charging point candidate.

In step S5-11, it is determined based on information obtained from the navigation system or the like whether or not a preset condition is satisfied for the external charging base group selected as the external charging planned spot candidate 2.
For example, the set condition is “Exclude external charging bases outside business hours from potential charging point candidates”, and the external charging base with the highest priority among the planned external charging point candidates 2 is at home (24 hours If it is possible to charge the battery at all times, this home is used as a candidate for external charging scheduled point 3 as it is.

However, if the external charging base with the highest priority is an external charging base other than home (such as a charging station that is generally open), the business hours of this external charging base are compared with the current time, and the business hours are still If it is within, the external charging base other than this home is set as the external charging planned point candidate 3, but if it is already outside business hours, the external charging base other than this home is not set as the external charging planned point candidate 3 A new external charging scheduled point is selected from the planned charging point candidates 2 according to the priority set in step S5-10, and the same determination is made until an external charging scheduled point satisfying the above-mentioned preset conditions is found. repeat.
If there is a planned external charging point that satisfies the above-mentioned preset condition, that point is set as a planned external charging point candidate 3.
However, if there is no planned external charging point that satisfies the above-mentioned preset conditions, the planned external charging point candidate 3 is not set.

In step S5-12, it is determined whether or not the above-described scheduled charging point candidate 3 has been set. If the scheduled charging point candidate 3 has been set, control proceeds to step S5-13 to select the selected external The potential charging point candidate 3 is notified to the driver through screen display on the navigation system and voice output from the car audio.
Therefore, step S5-13 corresponds to the external charging scheduled point information recognition means in the present invention.

  In step S5-14, the driver checks whether or not the above-mentioned candidate for external charging point 3 has been rejected by operating the navigation system (external charging scheduled point availability determination means). By returning to 11 and repeating the above loop, a new external charging scheduled point is selected from the planned external charging point 2 according to the priority set in step S5-10, and this is set in advance by the above-described preset. If the external charging scheduled point satisfies the conditions, this is set as a new external charging scheduled point candidate 3.

If it is determined in step S5-14 that the driver is not rejecting (permitted) the planned external charging point candidate 3 announced, the planned charging point candidate 3 is set to the external charging set by the system in step S5-15. Scheduled location.
In step S5-16, an automatic charging base automatic registration process is performed as follows.
First, as described above, it is determined whether or not the driver has actually charged at the external charging scheduled point set in step S5-15, and when the charging is actually performed, the external charging base here is determined by the driver. It is determined whether or not it has been pre-registered. If it has not been registered, it is newly registered, and from the next search, it will be handled in the same way as the base pre-registered by the driver.

In step S5-17, the target battery when the vehicle has finished traveling to the planned external charging point according to the straight line distance (or the shortest traveling distance on the road) between the planned external charging point and the vehicle position selected by the system. Set the storage rate (target SOC).
When setting this, it is necessary to virtually run the selected driving pattern to the external charging point and to drive to this external charging point by EV (running only with the remaining battery power without charging by power generation) Calculate the SOC equivalent to the driving energy for reaching the planned external charging point, and add the SOC lower limit value set to enable the engine restart to the SOC corresponding to the driving energy for reaching the external charging planned point. The storage rate (target SOC).

The target battery storage rate (target SOC) is stored in advance as map data for each linear distance (or the shortest road travel distance) between the external charging scheduled point and the vehicle position as exemplified by the solid line in FIG. Based on this map data, it is preferable to obtain a search from the straight line distance (or the shortest road travel distance) between the external charging scheduled point and the vehicle position.
As is clear from the solid line characteristics in FIG. 7, the target battery storage rate (target SOC) is naturally long in the straight line distance (or the shortest distance on the road) from the vehicle position to the external charging scheduled point in light of the setting purpose. Of course, it becomes larger and shorter as it is shorter.

By the way, since the SOC corresponding to the travel energy for reaching the external charging point changes depending on the altitude difference between the external charging scheduled point and the vehicle position, in step S5-17, the target stored in advance as illustrated in FIG. Based on the SOC increase / decrease correction amount map, the target SOC increase / decrease correction amount is obtained from the altitude difference between the planned external charging point and the vehicle position, and the above target battery charge rate (target SOC) is calculated by this target SOC increase / decrease correction amount. Increase / decrease correction.
As a result, the target battery storage rate (target SOC) can be made as intended according to the actual situation, regardless of the altitude difference between the planned external charging point and the vehicle position.

If it is determined in step S5-12 that the external charging scheduled point candidate 3 in step S5-11 has not been set, steps S5-13 to S5-16 are skipped, and control is sequentially performed in steps S5-18. Then, the process proceeds to step S5-17.
In step S5-18, among the external charging scheduled point candidates 2, the external charging scheduled point candidate 2 having the highest priority set in step S5-10 (for example, at home, daily, charging with power from the external power supply device) The place where the charging is performed is set as the external charging scheduled point set by the system.

In step S5-17, based on the straight line distance (or the road travel shortest distance) between the planned external charging point selected by the system and the vehicle position (or the shortest road travel distance), the target battery storage rate (shown by the solid line in FIG. 7) The target battery storage rate (target SOC) is set from the map data of target SOC).
Further, in step S5-17, based on the target SOC increase / decrease correction amount map illustrated in FIG. 8, a target SOC increase / decrease correction amount is obtained from the altitude difference between the planned external charging point and the vehicle position, and this target SOC increase / decrease correction is performed. The above target battery storage rate (target SOC) is corrected to increase or decrease by the amount, and the target battery storage rate (target SOC) when driving to the external charging scheduled point is completed is set.

When it is determined in step S5-8 that there is an external charging base that matches the navigation destination among the external charging bases selected as the candidate for external charging scheduled point 1, the control is sequentially performed in steps S5-19 and S5-16. Then, the process proceeds to step S5-17.
In step S5-19, among the planned external charging point candidates 1, the planned external charging point 1 that matches the navigation destination is set as the planned external charging point set by the system.

  In step S5-16, as described above, it is determined whether or not the driver has actually performed charging at the external charging scheduled point set in step S5-19. Judgment whether the site is pre-registered by the driver, and if it is not registered, it is newly registered, and from the next search, the external charging site is automatically registered so that it can be handled in the same way as the site registered by the driver Process.

In step S5-17, based on the straight line distance (or the road travel shortest distance) between the planned external charging point selected by the system and the vehicle position (or the shortest road travel distance), the target battery storage rate (shown by the solid line in FIG. 7) The target battery storage rate (target SOC) is set from the map data of target SOC).
Further, in step S5-17, based on the target SOC increase / decrease correction amount map illustrated in FIG. 8, a target SOC increase / decrease correction amount is obtained from the altitude difference between the planned external charging point and the vehicle position, and this target SOC increase / decrease correction is performed. The above target battery storage rate (target SOC) is corrected to increase or decrease by the amount, and the target battery storage rate (target SOC) when driving to the external charging scheduled point is completed is set.

After calculating the target battery storage rate (target SOC) by the process described above with reference to FIG. 3 in step S5 of FIG. 2, the current battery storage rate SOC (actual SOC) is calculated as the target battery storage rate in step S6 of FIG. It is checked whether or not power generation (battery charging) by starting the engine is necessary depending on whether it is less than (target SOC).
If power generation (battery charging) by starting the engine is unnecessary, a flag that instructs the engine 1 and the generator motor 2 to stop is set in step S7.

When it is determined in step S6 that power generation (battery charging) is required by starting the engine, it is checked in step S8 based on information received from the engine controller 21 whether or not the engine 1 has been started.
If the engine 1 has not yet been started, in step S9, the torque command value of the generator motor 2 is calculated by performing a rotation speed feedback control calculation so as to maintain the minimum rotation speed necessary for starting the engine 1 with the generator motor 2. (Positive value, battery 3 is discharged).
In step S10, an engine start operation request flag is set, and the intake air amount, ignition timing, and fuel injection amount necessary for engine start are determined.

When it is determined in step S8 that the engine 1 has been started, in step S11, the torque command of the generator motor 2 is calculated by the rotation speed feedback control calculation with the rotation speed N that can be efficiently generated by the generator motor 2 as a target value. Calculate the value (negative value, charge to battery 3).
In step S12, the battery storage rate SOC (actual SOC) is set to the target battery storage rate (target SOC) by proportional control according to the SOC deviation between the target battery storage rate (target SOC) and the battery storage rate SOC (actual SOC). The engine torque command value required to generate the engine output (≒ power generation output) to match this with the engine speed (≒ power generation output) under the rotation speed N that can generate power efficiently. Ask for.

In step S13, the electric motor torque command value obtained in step S4 is transmitted to the motor / generator controller 20 via the high-speed communication network in FIG. 1, and the output torque of the electric motor 4 is commanded by the controller 20 via the inverter 10. Match the value.
In step S13, the engine / generator motor stop flag set in step S7 is transmitted to the engine controller 21 and the motor / generator controller 20 through the high-speed communication network shown in FIG. Stop motor 2.

  In step S13, the generator motor torque command value obtained in step S9 is transmitted to the motor / generator controller 20 via the high-speed communication network shown in FIG. 1, and the torque of the generator motor 2 is commanded by the controller 20 via the inverter 9. The engine start operation request flag and the engine start intake air amount / ignition timing / fuel injection amount determined in step S10 are transmitted to the engine controller 21 via the high-speed communication network of FIG. The engine 1 is started, and the engine 1 is started while being cranked by the generator motor 2.

  In step S13, the torque command value of the generator motor obtained in step S11 is further transmitted to the motor / generator controller 20 through the high-speed communication network of FIG. 1, and the torque of the generator motor 2 is transmitted by the controller 20 via the inverter 9. The engine torque command value obtained in step S12 is transmitted to the engine controller 21 through the high-speed communication network shown in FIG. 1 and the torque of the engine 1 is matched with the command value by the controller 21. The battery storage rate SOC (actual SOC) is made to coincide with the target battery storage rate (target SOC) by power generation under a good rotation speed N.

<Effect>
According to the battery charging control of the present embodiment described above, the case where the target SOC is set as shown by the solid line in FIG. 7 in step S5 (FIG. 3) in FIG. Even when the battery charge rate SOC decreases as indicated by the alternate long and short dash lines A1 and A2 by arriving at the external charging base only by EV driving (steps S6 and S7), it starts from the fully charged state by the home power supply. Initially, EV driving is performed (steps S6 and S7), then HEV driving is performed in response to actual SOC <target SOC (steps S6 and steps S8 to S12), and thereafter actual SOC ≧ target SOC. Even when the battery charge rate SOC decreases, increases, or decreases as shown by two-dot chain lines B1, B2, and B3 due to arrival at the external charging base by EV driving (step S6 and step S7), the driving route and the driving pattern High heels Regardless, when the battery arrives at the external charging base, the battery storage rate SOC is the minimum target value (the SOC lower limit value at which the engine 1 can be restarted).

For this reason, as shown by arrows A3 and B4 in Fig. 7, external charging (charging at home or at a charging station) excellent in economy (energy cost) and environment (hydropower, nuclear power generation, etc.) can be used a lot. Only by reducing the dependence on the internal combustion engine such as an engine, it is possible to realize a high contribution to fuel efficiency improvement and environmental protection.
For the same reason, it is possible to avoid a situation in which the acceleration performance is greatly deteriorated without the SOC lower limit value being reached during traveling.

  However, this effect can be achieved if charging is performed at the external charging site predicted when setting the target SOC in step S5 (FIG. 3) in FIG. 2, but the driver charges at other external charging sites. However, this does not apply.

Fig. 9 shows the state of change in the battery charge rate SOC when the vehicle is stopped at the predicted external charge site and charging is performed. In this case, the battery charge rate SOC is the target when the vehicle arrives at the external charge location by EV driving. Just the street will be the lower SOC limit.
For this reason, as shown by the arrows in the figure, the amount of charge at the external charging base, which is excellent in economy (energy cost) and environment (hydropower, nuclear power generation, etc.), can be maximized. It is possible to achieve a high contribution to fuel efficiency improvement and environmental protection.
For the same reason, it is possible to avoid a situation in which the acceleration performance is greatly deteriorated without the SOC lower limit value being reached during traveling.

On the other hand, FIG. 10 shows a change state of the battery storage rate SOC when the vehicle passes without stopping at the predicted external charging base and is charged by stopping at a further external charging base.
In this case, when passing through the predicted external charging base by EV driving, the battery storage rate SOC is reduced to the SOC lower limit value, so that the battery charging by power generation is started from this EV driving to HEV driving. For a while, it is inevitable that the drivability of the vehicle deteriorates due to insufficient power due to insufficient battery power.

  In addition, when charging at an external charging base that is farther away, the battery storage rate SOC is already high because the battery is charged by power generation by HEV traveling, and the economy (energy cost) and environment (hydropower / The amount of charge at the external charging base, which is excellent for nuclear power generation, etc. is small, and the dependency on the engine 1 increases accordingly, which is disadvantageous from the viewpoint of fuel efficiency improvement and environmental protection.

  Although illustration is omitted, conversely, when the driver performs charging at the external charging base before the predicted external charging base, the battery storage rate SOC is still lowered to the SOC lower limit value at the front external charging base. Therefore, charging at external charging bases cannot be used frequently, and the energy cost is high and the dependence on power generation by engine 1 is inevitable. This causes the problem of incurring an increase.

  By the way, according to the present embodiment, when predicting the external charging base where the driver will stop for charging the battery, as described above with reference to FIG. 3, out of the registered external charging bases (step S5-2) The external charging base whose traveling energy for reaching the charging base is a value between the first battery energy setting value (step S5-4) and the second battery energy setting value (step S5-5) To be a scheduled point candidate 1) (steps S5-6 and S5-7), an external charging base where the driver will stop for charging the battery, that is, an external charging planned point (external charging planned point candidate 1) Prediction accuracy can be increased.

The reason will be described below with reference to FIG.
Drivers, especially those with high cost and environmental awareness, have multiple external charging bases around their vehicles, and external charging bases that can be reached only by EV driving without the need for charging by on-vehicle power generators. In other words, it is going to the external charging base located in the first battery energy set value circle centered on the own vehicle position in FIG.
For this reason, in this embodiment, of the registered external charging bases A, B, and C, external charging bases whose external charging base arriving travel energy is a value less than the relatively large first battery energy set value are externally charged. A scheduled point is set (step S5-6).

On the other hand, when the remaining amount of battery energy (battery storage rate SOC) is sufficiently large, the driver does not actively charge at the external charging base. That is, charging is not performed at an external charging base located within the second battery energy set value circle centered on the vehicle position in FIG.
For this reason, in the present embodiment, among the registered external charging bases A, B, and C, external charging bases whose external charging base reaching travel energy is equal to or larger than the second battery energy set value that is relatively small are externally charged. By setting it as the scheduled point (step S5-7), the external charging point whose running energy for reaching the external charging point is less than the second battery energy set value is not set as the planned external charging point.

Therefore, in the travel position shown in FIG. 11 (a), none of the registered external charging bases A, B, C is selected as an external charging scheduled point where the driver will stop for charging.
However, when traveling progresses to the traveling position shown in FIG. 11 (b), among the registered external charging bases A, B, and C, the external charging base A has the first battery energy set value circle and the second battery energy. Since it enters between the set value circles, this external charging base A is selected as an external charging scheduled point candidate 1 where the driver will stop for charging (steps S5-6 and S5-7).

Thereafter, using the selected external charging site A (external charging scheduled point candidate 1), the target SOC is set in step S5-17, and EV driving control based on this target SOC (steps S6 to S7). ) Is started.
As the travel position advances as shown in FIG. 11 (c) along with the EV travel, the determination area for the planned external charging point between the first battery energy set value circle and the second battery energy set value circle is selected as described above. Scale down while contacting external charging base A.

  As described above, according to the present embodiment, of the registered external charging bases A, B, and C, the travel energy for reaching the external charging base is a value between the first battery energy setting value and the second battery energy setting value. The external charging base A is an external charging planned point (external charging planned point candidate 1), so that the driver will stop for charging the battery, that is, the external charging planned point (external charging planned point) The prediction accuracy of candidate 1) can be improved.

  Therefore, according to the present embodiment, the planned external charging point predicted in the charging control by power generation can be made to coincide well with the external charging base where the driver actually stops for battery charging, and power generation based on this planned external charging point is achieved. Unlike the external charging base where the external charging scheduled point is actually charged, the charging cost is high due to the problem of deterioration of vehicle drivability due to insufficient battery power and the lack of frequent charging at the external charging base. It is possible to avoid the problem of increasing the environmental load.

  In the present embodiment, when determining the first battery energy set value, as described above for step S5-4, the target SOC energy is converted by converting the target SOC lower limit value to be maintained at the minimum when the external charging site is reached into the battery energy. Since the lower limit value is obtained and the value obtained by subtracting the target battery energy lower limit value from the current remaining battery energy amount is set as the first battery energy set value, the following effects can be obtained.

In other words, when the first battery energy setting value is set to the same value as the current remaining battery energy level without considering the target battery energy lower limit value, the relationship between the traveling energy consumed for traveling and the battery storage rate SOC As shown by the broken line in FIG. 12, all the battery energy is consumed when the external charging scheduled point (external charging base) is reached, and the remaining battery energy when the external charging planned point (external charging base) is reached. The amount (target SOC) is set to 0.
However, if the target SOC at the time of reaching the external charging scheduled point is set to 0, the vehicle drivability is severely restricted. In the worst case, the vehicle may stop or cannot start.

By the way, in the present embodiment, the value obtained by subtracting the target battery energy lower limit value corresponding to the target SOC lower limit value to be maintained at the minimum when the external charging site is reached from the current battery energy remaining amount is set as the first battery energy setting. Therefore, as shown by the solid line in FIG. 12, when the battery reaches the external charging scheduled point (external charging base), the battery energy still remains at the target battery energy lower limit value corresponding to the target SOC lower limit value.
For this reason, the battery energy remaining amount when reaching the external charging scheduled point (external charging base) does not become 0, but occurs when the battery energy remaining amount reaches 0 when reaching the external charging scheduled point (external charging base). The influence on the drivability described above can be eliminated.

  Further, in this embodiment, when determining the second battery energy setting value, as described above with respect to step S5-5, as illustrated in FIG. 5, which is preset according to the remaining battery energy (battery storage rate SOC). Based on the map data, the calculation coefficient K of the second battery energy setting value (positive number less than 1) is searched from the battery storage rate SOC, and this calculation coefficient K is multiplied by the first battery energy setting value. Since the obtained value is determined as the second battery energy set value, the following effects can be obtained.

In other words, the determination of the second battery energy setting value as described above indicates that the calculation coefficient K (a positive number less than 1) is as shown in FIG. It means that the ratio of the second battery energy set value to the remaining energy (battery storage rate SOC) is such that it decreases as the remaining battery energy (battery storage rate SOC) decreases.
In other words, when the remaining battery energy (battery storage rate SOC) is large, the ratio of the second battery energy setting value to the remaining battery energy (battery storage rate SOC) is also large, and the remaining battery energy (battery storage rate SOC) ) Is small, the ratio of the second battery energy setting value to the remaining battery energy (battery storage rate SOC) is also small.

Here, the purpose of setting the second battery energy set value is that, as described above, the driver does not actively charge at the external charging base when the remaining amount of battery energy (battery storage rate SOC) is sufficiently large. The external charging base near the vehicle position corresponding to this is excluded from the targets to be external charging scheduled points.
By the way, in this embodiment, when the remaining battery energy (battery storage rate SOC) is large, the ratio of the second battery energy set value to the remaining battery energy (battery storage rate SOC) is increased. It is possible to exclude an external charging base near the own vehicle position from the target for the external charging schedule, which is unlikely to cause the driver to actively stop for charging in a state where the (battery storage rate SOC) is sufficiently large.

On the other hand, in this embodiment, when the remaining battery energy (battery storage rate SOC) is small, the ratio of the second battery energy set value to the remaining battery energy (battery storage rate SOC) is decreased. The external charging base near the vehicle position where the amount (battery storage rate SOC) is reduced and the driver is likely to actively stop for charging can be reliably targeted for the external charging scheduled point.
Therefore, in the present embodiment, it is possible to further improve the prediction accuracy of the external charging base (scheduled external charging point) where the driver will stop for charging the battery.

  Further, in the present embodiment, as described above with respect to step S5-9, among the external charging bases selected as the candidate for external charging scheduled point 1 in step S5-7, the external charging bases on both the left and right sides of the vehicle traveling direction are sandwiched. Only the external charging base within the search range angle α is set as the external charging planned point (external charging planned point candidate 2) and used for setting the target SOC in step S5-17. As illustrated in FIG. 6, since the battery energy remaining amount (battery storage rate SOC) is reduced, the following effects can be obtained.

In other words, the driver moves in the vehicle traveling direction from the external charging base (external charging scheduled point candidate 1) in which the travel energy for reaching the external charging base is a value between the first battery energy setting value and the second battery energy setting value. There is a high probability of charging by stopping at an external charging base closer to.
Therefore, as in the present embodiment, out of the external charging bases selected as the candidate external charging scheduled point 1, only the external charging bases within the external charging base search range angle α on both the left and right sides of the vehicle traveling direction are externally charged. By setting the scheduled point (external charging scheduled point candidate 2), the prediction accuracy of the external charging scheduled point can be further increased.

  Moreover, as shown in FIG. 6, the external charging site search range angle α is small while the remaining amount of battery energy (battery storage rate SOC) is large, and the remaining amount of battery energy (battery storage rate SOC) is small. As the number decreases, the external charging base where the driver is likely to stop for charging is predicted with high accuracy for each remaining battery energy (battery storage rate SOC), and the predicted accuracy of the external charging scheduled point is improved. It can be further increased.

Further, referring to FIG. 13, in the travel position of FIG. 13 (a), of the registered external charging bases A to C, the traveling energy for reaching the external charging base at the external charging base C is the first battery energy. A value between the set value and the second battery energy set value, and this external charging site C is selected as an external charging scheduled point (external charging scheduled point candidate 1).
However, since the external charging site C is not within the external charging site search range angle α, it is not selected as the external charging scheduled point candidate 2.

However, when traveling proceeds to the traveling position shown in FIG. 13 (b), the external charging base A among the registered external charging bases A, B, and C has the first battery energy set value circle and the second battery energy. Since it falls within the set value circle and is located within the external charging base search range angle α, this external charging base A is selected as an external charging planned point candidate 2 where the driver will stop for charging. To do.
Thereafter, using the selected external charging base A (external charging scheduled point candidate 2), the target SOC is set in step S5-17, and EV driving control based on this target SOC (steps S6 to S7). ) Is started.

As the travel position advances as shown in FIG. 13 (c) along with the EV travel, the determination area for the planned external charging point between the first battery energy set value circle and the second battery energy set value circle is selected as described above. Scale down while contacting external charging base A.
At the same time, the remaining battery level (battery storage rate SOC) decreases due to EV driving. As a result, the external charging base search range angle α is expanded from that in FIG. 13 (b). The external charging base A that is out of the accuracy range at the charging base search range angle α is still within the expanded external charging base search range angle α and can continue to be selected as the planned external charging point 2.
Therefore, the setting of the target SOC in step S5-17 can be continuously performed, and the EV traveling control (steps S6 to S7) based on the target SOC can be continued.

  As described above with reference to FIG. 13 (c), the external charging base search range angle α is expanded as the remaining battery level (battery storage rate SOC) decreases due to EV driving. Even if the direction of travel is greatly changed in the vicinity of point candidate 2), it is possible to select an external charging base that was outside the range of external charging base search range angle α at the start of prediction as planned external charging point candidate 2, It is possible to continue to set the target SOC by continuously selecting the charging base.

  Also, if the direction of travel changes significantly during EV travel (U-turn travel in extreme cases), even if the previously selected external charging base deviates from the search range angle α, Since the existing external charging base can be selected as the candidate 2 for the external charging scheduled point, it is possible to set a target SOC for a new external charging base.

  Further, in this embodiment, when there are a plurality of external charging bases that can be set as the external charging scheduled spot (external charging scheduled spot candidate 2), as described above with respect to step S5-10, the charging planned spot candidates in the order of increasing distance from the own vehicle. Since the priority as 2 is set high, and the external charging base farthest from the vehicle position is set as the external charging scheduled point (external charging scheduled point candidate 2), the following effects can be obtained.

As shown in FIG. 14, there will be described a case where there are an external charging base on the side close to the own vehicle position and an external charging base on the side far from the own car position, as shown in FIG. .
When a nearby external charging site is predicted and set as a planned charging point candidate 2, but when stopping at a farther external charging site and charging, the battery storage rate SOC changes as indicated by a broken line in FIG.
For this reason, when passing through a nearby external charging site, the battery storage rate SOC decreases to the SOC lower limit value, and although charging by power generation is performed, deterioration of drivability cannot be avoided for a while, The amount of charge when stopping and charging is small, and it is not possible to use a lot of cost-friendly and environmentally friendly charging.

On the other hand, when the external charging base farthest from the vehicle position is set as the planned external charging point (external charging planned point candidate 2) as in this embodiment, the external charging base on the far side in FIG. 14 is scheduled to be charged. It will be set as point candidate 2.
In this way, when a remote external charging site is predicted and set as the planned charging point candidate 2, when the battery stops at a nearby external charging site and charges, the battery storage rate SOC changes as shown by a solid line in FIG. .
For this reason, the amount of charge when charging by stopping at a nearby external charging site is small, and charging at an external charging site that is environmentally friendly and low in cost is not possible. The problem that the rate SOC is sufficiently high and the battery charge rate SOC decreases to the SOC lower limit value during traveling and the drivability deteriorates can be avoided.

  In this embodiment, if there are a plurality of external charging bases that can be set as the external charging scheduled spot (external charging scheduled spot candidate 2), whether or not the preset condition is satisfied as described above with respect to step S5-11. Judgment is made based on information (time zone, charging cost, traffic jam information, charging history, etc.) obtained from the navigation system, etc., and set as an external charging scheduled point based on the advantage / disadvantage information of these external charging bases Since the priority order is set and the external charging base having a high priority order is set as the external charging scheduled point candidate 3, the following effects can be obtained.

For example, external charging bases that are not open depending on the time of day cannot be charged, and external charging bases with high charging costs or congested surroundings are generally disadvantageous in terms of energy costs.
The driver does not actively stop and charge at such a charging base, and in this embodiment, by excluding such a charging base from the candidates for the external charging scheduled point, the prediction of the external charging scheduled point is made. Accuracy can be increased.

In addition, external charging bases that have been used in the past have some benefits for the driver (in the case of an external charging base such as a charging stand, benefits such as member benefits, and at home, the charging cost is low only with household electricity bills. It was used because it has the benefit of) and is likely to stop by.
In the present embodiment, by raising the priority of such external charging bases, it is possible to improve the prediction accuracy of the external charging scheduled points.
Furthermore, the probability that the driver will stop by and charge the external charging base with a lot of past usage histories is high, and in this embodiment, the priority of the external charging base with a lot of usage histories is increased, thereby predicting the planned external charging point. Accuracy can be increased.

Further, in the present embodiment, when the above-described external charging scheduled point candidate 3 is set, in step S5-13, the driver is notified of information related to this, so that the external charging scheduled point candidate 3 is related. The driver can surely recognize and be aware of the external charging base, and the probability that the driver stops at the external charging base and charges the battery can be increased to further increase the prediction accuracy.
Further, when used in combination with route guidance by the navigation system, it is possible to give the driver a sense of security that even in an unfamiliar area, it is possible to reliably reach an external charging base that can be charged.

  In this embodiment, it is further checked in step S5-14 whether the driver has permitted or rejected the external charging scheduled point candidate 3 recognized as described above. The planned external charging point candidate 3 is adopted, and when it is rejected, the external charging base with the next highest priority is reset as the external charging scheduled point 3 in step S5-11, and the following effects are obtained. .

In other words, it is possible to confirm that the driver has a willingness to stop and charge at the external charging scheduled point candidate 3 set this time at the time of permission, and the driver at the external charging planned point candidate 3 set this time at the time of refusal. Since it is possible to confirm that the user does not have the intention to stop by and charge, the prediction accuracy of the candidate external charging scheduled point 3 can be improved.
At the time of refusal, the external charging base with the next highest priority is re-suggested to the driver as the planned external charging point 3, so that the driver's response to the charging base stops charging for charging even when refusing ( The prediction accuracy of the candidate for external charging 3) can be improved.

  Further, in this embodiment, as described above with respect to steps S5-8 and S5-19, when the driver sets an external charging base (external charging scheduled point candidate 1) as a destination for the navigation system, this external charging is performed. In order to set the base as the planned external charging point, the external charging base that clearly expresses the driver's intention to stop for charging will be set as the external charging planned point, and the charging base that stops for charging (external charging) The prediction accuracy of the scheduled point) can be further increased.

  In this embodiment, as described above with respect to step S5-16, it is further determined whether or not the driver has actually charged at the external charging scheduled point set in step S5-15 or step S5-19. When charging, it is determined whether the external charging base here is pre-registered by the driver. If it is not registered, it is newly registered. From the next search, it is equivalent to the base pre-registered by the driver. Therefore, the following effects can be obtained.

In other words, an external charging base that has been used once has a higher probability of being used after the next time than an external charging base that has never been used.
For this reason, as in this embodiment, even if the driver has not been pre-registered in step S5-2, the external charging site can be automatically registered in step S5-16 once it has been used. Further, the prediction accuracy of the external charging base where the driver stops for charging can be further improved.

1 Engine (Engine)
2 Generator motor
3 Battery
4 Electric motor
5 Final reduction gear
7 Household power supply (external charging base)
8 Charging stand (external charging base)
9,10 inverter
11 Charger
11a, 11b Power plug
20 Motor / generator controller
21 Engine controller
22 Battery controller
23 Navigation controller
24 Charger controller
25 Integrated controller

Claims (10)

In an electric vehicle that can be charged by an in-vehicle power generator and can be driven by electric power from a battery that can be charged by a power supply device at an external charging base,
Own vehicle position detecting means for detecting the current position of the own vehicle;
An external charging base registration means for registering the usable external charging base;
A first battery energy set value smaller than the remaining amount of energy of the battery, and a second battery energy set value smaller than this set value, respectively, a battery energy set value calculating means,
From the current position of the host vehicle detected by the host vehicle position detection means, the travel energy for reaching the external external charging base necessary for traveling until reaching the external charging base registered by the charging base registration means is individually estimated. A travel energy estimating means for reaching an external charging base;
Of the external charging bases registered by the external charging base registration means, the external charging base reaching travel energy estimated by the external charging base reaching travel energy estimating means is obtained by the battery energy set value calculating means respectively. An external charging scheduled point setting means for setting an external charging base that is a value between the battery energy setting value of 1 and the second battery energy setting value as an external charging scheduled point;
Based on the travel energy for reaching the external charging site, which is the travel energy for reaching the external charging site related to the planned external charging point set by the means, the battery storage rate when reaching the planned external charging point is the minimum necessary A battery charge control device for an electric vehicle, comprising: power generation control means for performing charging by the on-vehicle power generation device so as to achieve a target value. In the battery charging control device of the electric vehicle according to claim 1,
The battery energy set value calculating means uses, as the first battery energy set value, energy smaller than the remaining battery energy by an amount corresponding to the battery charge rate target value when reaching the external charging scheduled point. A battery charge control device for an electric vehicle. In the battery charging control device for an electric vehicle according to claim 1 or 2,
The battery energy set value calculation means sets the second battery energy set value so that a ratio of the second battery energy set value to the remaining battery energy becomes smaller as the remaining energy of the battery decreases. What is claimed is: 1. A battery charge control device for an electric vehicle, comprising: In the battery charging control device for an electric vehicle according to any one of claims 1 to 3,
The external charging scheduled point setting means includes the battery of the external charging sites where the estimated traveling energy for reaching the external charging site is a value between the first battery energy setting value and the second battery energy setting value. A battery charge control device for an electric vehicle, characterized in that an external charging base within a predetermined angle range in the vehicle traveling direction is set as the external charging scheduled point as the remaining amount of energy decreases. In the battery charge control device for an electric vehicle according to any one of claims 1 to 4,
When there are a plurality of external charging bases that can be set as the external charging scheduled point, the external charging scheduled point setting means sets the external charging base farthest from the current position of the vehicle as the external charging scheduled point. A battery charge control device for an electric vehicle. In the battery charging control device for an electric vehicle according to any one of claims 1 to 5,
When there are a plurality of external charging bases that can be set as the external charging scheduled point, the external charging scheduled point setting means sets the priority order to set as the external charging scheduled point based on the advantage / disadvantage information of these external charging bases. A battery charging control device for an electric vehicle characterized in that an external charging base having a high priority is set as an external charging scheduled point. In the battery charging control device of the electric vehicle according to claim 6,
A battery charging control apparatus for an electric vehicle, comprising: an external charging scheduled point information recognition unit for notifying a driver of information related to the external charging scheduled point set by the external charging scheduled point setting unit. In the battery charging control device of the electric vehicle according to claim 7,
Based on the external charging scheduled point information from the external charging scheduled point information recognition means, the driver is provided with an external charging scheduled point availability determination means for making an indication regarding permission or rejection of the external charging scheduled point,
At the time of permission by the means, the external charging scheduled point setting means adopts the external charging scheduled point set this time, and at the time of refusal, the external charging scheduled point setting means is set to the external charging base with the next highest priority. A battery charge control device for an electric vehicle characterized in that it is instructed to reset as a scheduled charging point. In the battery charging control device for an electric vehicle according to any one of claims 1 to 8,
When the driver sets the external charging base as the destination, the external charging scheduled point setting means sets the external charging base as the external charging scheduled point, and the battery charging control device for an electric vehicle is characterized in that . In the battery charging control device for an electric vehicle according to any one of claims 1 to 9,
The battery charging control device for an electric vehicle according to claim 1, wherein the external charging base registration means sets the external charging base as registered when the external charging base used for battery charging is unregistered.

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