JP2013051809A - Charge control unit for electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a charge control unit for electric vehicle capable of optimizing a charging method.SOLUTION: The charge control unit for electric vehicle includes a battery chargeable by an external power supply and a rotary electric machine that performs power running or regeneration with the battery to obtain a part or all of driving force with the rotary electric machine. In step 52, when a charge control changeover switch is ON, an optimum target charge amount corresponding to a use status of a user's electric vehicle is computed in step 55. In step 56, an optimum charge speed corresponding to a use status of a user's electric vehicle is computed to perform charging on the basis of the target charge amount and the charge speed.

Description

  The present invention relates to a charging control device for an electric vehicle.

  As an electric vehicle represented by an electric vehicle or a hybrid vehicle that obtains part or all of the driving force by a rotating electric machine, the battery is charged by a power source outside the vehicle (hereinafter referred to as an “external power source”). What supplies the electric power of a battery to a rotary electric machine is known.

  As a method for charging a battery from an external power source, for example, a method is known in which charging is performed by a scheduled time to start running and discharging is performed after the scheduled time (see, for example, Patent Document 1 or 2).

JP 2008-278585 A JP 2009-5450 A

  Charging control in such an electric vehicle affects the running performance after charging and the cruising distance, and also affects the amount of battery deterioration.

  In particular, if the amount of deterioration of the battery is large, the cruising distance of the vehicle or the fuel efficiency of the hybrid vehicle will deteriorate significantly after purchasing the vehicle. This is an important technology for an electric vehicle equipped with

  However, the conventional technology does not fully consider the optimization of the charging method. For example, in the case of the prior art, discharge is necessary to suppress leaving the battery in a fully charged state, and when storing the electric power to be discharged or the electric power to be discharged in another power storage device, the loss during discharging is a problem. It becomes. Further, if only the suppression of deterioration of the battery is taken into consideration and the charge amount is the least deteriorated, there is a problem that the cruising distance and the fuel consumption are deteriorated.

  In view of the above, an object of the present invention is to provide a charging control device in which a charging method is optimized in an electric vehicle.

  The present invention is a charging control device for an electric vehicle having a battery that can be charged by an external power source and a rotating electric machine that is powered or regenerated by the battery and that obtains part or all of the driving force by the rotating electric machine. Charging amount detecting means for detecting the charging amount of the battery, vehicle information detecting means for detecting vehicle information, and charging control means for controlling the charging amount or charging speed of the battery. The charge control device for an electric vehicle controls the charge amount or the charge speed of the battery based on the current charge amount detected by the charge amount detection means and the vehicle information detected by the vehicle information detection means.

  ADVANTAGE OF THE INVENTION According to this invention, it is possible to provide the charge control apparatus with which the charge method was optimized in the electric vehicle.

1 shows a system diagram of a plug-in hybrid vehicle according to an embodiment of the present invention. The relationship figure of the temperature at the time of storage and the deterioration rate of a battery is shown. The relationship figure of SOC at the time of a preservation | save and the deterioration rate of a battery is shown. The flowchart of the battery charge control which makes one Embodiment of this invention is shown. FIG. 5 shows a calculation block diagram in step 55 of FIG. 4. FIG. 5 shows a block diagram of calculation in step 56 of FIG. 4. 7 is a flowchart showing the timing of calculation of L_WDrvSTtime, L_DrvLoad_int, and L_WDrvSTtime in FIGS. 5 and 6. The calculation block diagram of step 82, step 84, and step 85 of FIG. 7 is shown.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a system diagram of a plug-in hybrid vehicle according to an embodiment of the present invention.

  Here, a description will be given using a plug-in hybrid vehicle capable of charging a battery from an external power source as an embodiment of the present invention. However, the embodiment of the present invention is not necessarily limited to a plug-in hybrid vehicle. The battery can be charged from an external power source, and can be applied to any vehicle that uses a motor driven by battery power supply as a drive source.

  A plug-in hybrid vehicle 100 shown in FIG. 1 includes an engine 4 and a rotating electrical machine 3. The rotating electrical machine 3 is electrically connected to the battery 1 via the inverter 2 and performs power running or regeneration. Part or all of the driving force of the vehicle is obtained by the rotating electrical machine 3. When accelerating, the rotating electrical machine 3 is powered and converts the electrical energy stored in the battery 1 into driving force via an inverter. During deceleration, the electric power regenerated by the rotating electrical machine 3 is stored in the battery 1 via the inverter 2. The above operation is realized by communicating from the hybrid controller 7 to each unit.

  When the vehicle is stopped and the battery 1 is charged from the external power source 6, the battery 1 is charged from the external power source 6 via the battery charger 5. The above operation is controlled by the battery controller 8 that also communicates with the hybrid controller 7.

  The output signal of the outside air temperature sensor 9 attached to the outside of the vehicle is connected to the hybrid controller 7 and used for traveling control and also sent to the battery controller 8.

  Next, the deterioration characteristics of the battery will be described.

  Lithium-ion batteries used as power storage devices for electric vehicles are deteriorated, causing a decrease in chargeable capacity and a decrease in output voltage due to an increase in internal resistance. It becomes a factor of decline.

  The causes of the deterioration of the battery characteristics as described above are roughly classified into two types: storage deterioration and cycle deterioration.

  Storage deterioration is deterioration that occurs in a charged battery, and is caused by damage to the electrode or electrolyte due to an electrochemical reaction in the interface region between the electrode and the electrolyte. Deterioration that progresses during

  As factors for changing the deterioration amount due to storage deterioration, temperature and charge amount (hereinafter referred to as SOC: State of Charge) are known, and have the characteristics shown in the following equation.

Storage deterioration amount (decrease in chargeable capacity, increase in internal resistance)
= Kc × t (1/2) (Formula 1)
Kc: Degradation rate t: Storage time

  In Equation 1, the absolute value of the decrease amount of the chargeable capacity and the increase amount of the internal resistance is different, but shows the same characteristics. Kc is a deterioration rate that varies with temperature and SOC. As shown in FIG. 2, the temperature has a characteristic that the higher the temperature, the larger the deterioration rate. Further, as shown in FIG. 3, the SOC has a characteristic that the deterioration rate in the fully charged state is the highest and the deterioration rate in the uncharged state is the lowest.

  Cycle deterioration is deterioration that occurs when a battery is charged and discharged repeatedly, and is mainly discharged to the rotating electrical machine while running on an electric vehicle, charged from the rotating electrical machine during regeneration, or charged by an external power source. Deterioration that sometimes progresses.

  As a factor for changing the amount of deterioration due to cycle deterioration, a current value which is an electric load at the time of charging / discharging is known, and has the characteristics shown in the following equation.

Cycle degradation amount (decrease in chargeable capacity, increase in internal resistance)
= Kc × (current value n) (Formula 2)
Kc: degradation rate n: integer

  In Equation 2, although the amount of decrease in chargeable capacity and the absolute value of the increase in internal resistance are different, similar characteristics are exhibited. Kc is a deterioration rate that varies depending on the temperature and SOC. Like storage deterioration, Kc has a characteristic that the deterioration rate increases as the temperature increases. It has the characteristic that the deterioration rate of the state where it is not is the smallest.

  Considering such a mechanism of battery deterioration, charging is performed until the SOC indicating the amount of charge reaches a state close to 100% and the battery is left in a state where the environmental temperature is high, or charging is performed by increasing the charging speed of the battery. When the current that flows sometimes is increased, battery running is promoted by running such that the electric drive or regeneration by the rotating electrical machine occurs frequently.

  If such a state continues steadily, the cruising distance and the fuel consumption are greatly deteriorated in a short period of time.

  Contrary to the above, when the SOC is set to about 0% and the battery is left at a low temperature, or when the charging speed of the battery is slowed to reduce the current flowing during charging, driving or regeneration by the rotating electric machine occurs. When the vehicle travels so as to be difficult, the deterioration of the battery is suppressed. However, since the SOC at the start of traveling is lower than the full charge, the cruising distance is reduced, and the charging time is prolonged by slowing the charging speed. Further, by running such that driving / regeneration is less likely to occur by the rotating electric machine, drivability is deteriorated and fuel consumption is deteriorated due to a decrease in the amount of regeneration, and the running performance is deteriorated.

  Therefore, it is desirable to optimize the charge amount of the battery by the external power supply basically taking the above trade-off.

  However, since the environmental temperature depending on the living environment and the running pattern vary from user to user, it is difficult to set the optimum charge amount for all users.

  In addition, if the deterioration rate of the battery differs for each user due to the environmental temperature depending on the living environment and the running pattern for each user, it is difficult for the user to predict the vehicle performance after several years. . It is difficult to select an appropriate vehicle at the time of vehicle purchase, and it is difficult for a side supplying an electric vehicle equipped with a battery to provide support for the purchaser at an appropriate timing. Because of these problems, it is desirable to suppress variations in battery deterioration depending on the usage environment and conditions.

  Therefore, in the present embodiment, in view of the above, according to the storage state and traveling state of each user's electric vehicle, the charging amount of the battery by the external power source and the charging speed correlated with the current value at the time of charging are set. Thus, the trade-off between the above-described battery deterioration suppression and driving performance deterioration suppression is optimized, and the battery deterioration variation due to the use environment and conditions is suppressed.

  FIG. 4 shows a flowchart of battery charging control according to an embodiment of the present invention. It is a flowchart of the charge control performed by the battery controller 8 when connecting the external power supply 6 and charging the battery 1 of an electric vehicle.

  In the present embodiment, the description is made on the assumption that the main charging control is performed by the battery controller 8, but other controllers may be used as long as they have similar signal input / output and calculation functions.

  First, in step 51, when it is detected that the external power source 6 is connected to the vehicle, charging control is started. Thereafter, in step 52, the state of the charge control switching SW that is attached to the driver's seat of the vehicle and can be switched by the user is determined. If SW is OFF, the target SOC that is the target charge amount is fully charged in step 53. The cruising distance for the next run is close to 90% and the charging speed CSPEED is set to a fixed value C1 in step 54. If the SW is ON, the target charge amount TargetSOC that is optimal for the usage status of the user's electric vehicle is calculated in Step 55 by TargetSOC calculation, and the usage status of the user's electric vehicle is calculated in Step 56 by CSPEED calculation. The optimum charging speed CSPEED corresponding to the is calculated. After that, charging is started in accordance with the Target SOC and CSPEED set in Step 57, the changing SOC value RtSOC is acquired in Step 58, and the process waits until the difference between Target SOC and RtSOC becomes a fixed value C2 or less in Step 59. In step 60, charging is terminated when C2 or less.

  In this way, when the user can operate the SW to change the charge amount / charge speed according to the user's preference, the user's satisfaction is increased and the optimum charge amount / charge speed is set. In addition, the user can realize a configuration that can be realized only by switching the SW, thereby reducing the burden on the user.

  Here, the description is made in the order of step 55 and step 56, but this may be reversed, and the effect of the present embodiment can be obtained by either one of them.

  Next, the calculation contents of step 55 and step 56 will be described with reference to FIGS.

  FIG. 5 is a block diagram showing the calculation contents of step 55. First, in the SOC consumption estimation calculation 71 for each day of the week, the date information Tinf is acquired from the timer IC installed in the battery controller 8 or the hybrid controller. Thereafter, the day of the week is specified from Tinf, and the learned value L_WDeltaSOC of the SOC change amount corresponding to the specified day of the week is acquired from the EEPROM 77 which is a nonvolatile memory. Thereafter, a preset target SOC amount at the end of travel is added to L_WDeltaSOC to calculate a provisional target value TgSOC1 for the charge amount.

  With the above processing, it is possible to optimize the charge amount according to how the user uses the electric vehicle. For example, for users who drive short and round trips to the company on weekdays and travel / leisure on weekends, middle and long-distance driving, the battery charge is reduced by reducing the charge amount on weekdays, and the charge amount is increased on holidays. However, it is possible to increase the subsequent distance of the vehicle, and it is possible to suppress deterioration of the battery without making the user feel dissatisfied.

  After calculating TgSOC1, the storage temperature correction calculation 74 multiplies the TgSOC1 by the storage temperature correction value STRAGE_TEMP_COMP to perform storage temperature correction to calculate the provisional target value TgSOC2 of the charge amount.

  The calculation method of the above-mentioned STRAGE_TEMP_COMP will be described below. First, the latitude / longitude position information Linf of the charging point is acquired from the external power supply 6 or a navigation system equipped with GPS. In the temperature change estimation calculation unit 72, the Linf is used to obtain the temperature change pattern L_TEMPPARTTERN corresponding to the charging point from the EEPROM 77 in which the point and temperature change patterns are stored in advance, and the stored n temperature correction amount calculation is performed as TEMP_PATTTERN. Hand over to the department. Accordingly, it is possible to reflect different temperature change patterns in the storage temperature correction according to the latitude and longitude.

  In the storage temperature correction amount calculation 73, the outside air temperature RtTEMP at the start of charging is acquired from the outside air temperature sensor 9, the temperature change estimation calculation 72 is used to acquire the temperature change pattern TEMP_PATTERN, and the stored temperature learning value L_STRAGE_TEMPz stored in the EEPROM 77 is the previous value. To do.

  Further, the day of the week to start charging is specified from Tinf, and the day-of-day travel start time learning value L_WDrvSTtime stored in the EEPROM 77 is acquired as a value that differs for each specified day of the week.

  Using the information obtained above, first, the storage temperature while the vehicle is stopped after charging is estimated from RtTEMP, TEMP_PATTERN, and L_WDrvSTtime.

  For example, in the case of a user who comes home at 7 pm on weekdays and starts charging, and departs at 7 am the next morning, the temperature at 7 am departs from the temperature measured at 7 pm. Therefore, the average temperature of the vehicle storage time is estimated as the storage temperature on the assumption that the temperature at the start of charging changes to the temperature pattern TEMP_PATTERN and the vehicle is stored until the travel start time learning value L_WDrvSTtime for each day of the week. .

  Thereafter, a weighted average of the estimated storage temperature and L_STRAGE_TEMPz is taken and stored in EEPROM 77 as L_STRAGE_TEMP, and a target SOC correction amount STRAGE_TEMP_COMP according to L_STRAGE_TEMP is calculated.

  At this time, in view of the fact that the higher the L_STRAGE_TEMP, the greater the deterioration of the battery due to the temperature. The higher the L_STRAGE_TEMP, the smaller the value of the STRAGE_TEMP_COMP and the lower the charge amount of the battery.

  By using the STRAGE_TEMP_COMP calculated in the above calculation for the storage temperature correction calculation 74, it is possible to absorb the difference in the daily temperature change, the temperature change pattern depending on the position, and the environment for each user by using the learning value. In addition, it is possible to accurately estimate the temperature during storage.

  Further, by correcting the TgSOC2, which is the target SOC, using the temperature in the storage temperature correction calculation 74, it is possible to reduce the variation in battery deterioration due to the use temperature environment of the user.

  After calculating TgSOC2, in the previous load correction calculation 76, the above TgSOC2 is corrected by multiplying by the load correction value DrvLoad_COMP, and the target value TargetSOC of the charge amount is calculated.

  In the previous load correction amount calculation 75, the DrvLoad_COMP obtains the load accumulated storage value L_DrvLoad_int at the previous travel from the EEPROM 77, and calculates according to this L_DrvLoad_int. At this time, the DrvLoad_COMP determines that the battery deterioration due to the cycle deterioration during traveling has progressed as the L_DrvLoad_int is large, and the charging amount is reduced by setting a small value to suppress the battery deterioration due to the storage deterioration. It is possible to reduce variations in battery deterioration due to patterns.

  In this way, by calculating the target charge amount TargetSOC, a battery that suppresses the deterioration of the battery and prevents the deterioration of the running performance is taken off, and the battery depends on the environmental temperature depending on the user's living environment and the difference in the running pattern. It is possible to suppress variation in deterioration of the material.

  FIG. 6 is a block diagram showing the calculation contents of step 56 in FIG.

  In step 56, the temporary battery charging speed TCSPEED is first calculated by multiplying the standard battery charging speed C1 by the storage temperature correction calculation 83 by STRAGE_TEMP_COMPS.

  The calculation method of the above-mentioned STRAGE_TEMP_COMPS will be described below.

  First, similarly to step 55 described in FIG. 5, the temperature change estimation calculation unit 72 calculates TEMP_PATTERN.

  Thereafter, in the storage temperature correction amount calculation S82, L_STRAGE_TEMP is calculated using RtTEMP, TEMP_PATTERN, L_WDrvSTtime, and L_WDrvSTtime, similarly to the storage temperature correction amount calculation 73 of FIG. Calculate.

  At this time, in view of the fact that the higher the L_STRAGE_TEMP, the greater the deterioration of the battery due to the temperature. The higher the L_STRAGE_TEMP, the lower the value of the STRAGE_TEMP_COMPS and the slower the battery charging speed.

  By using the STRAGE_TEMP_COMPS calculated in the above calculation for the storage temperature correction calculation 83, it is possible to absorb the difference in the temperature of the day, the difference in the temperature change pattern depending on the position, and the environment for each user by using the learning value. In addition, it is possible to accurately estimate the temperature during storage.

  Further, by correcting the charging speed C1 using the temperature in the storage temperature correction calculation 83, it is possible to reduce the variation in battery deterioration due to the use temperature environment of the user.

  After calculating TCSPEED, in the previous load correction calculation S85, the TCSPEED is corrected by multiplying it by the load correction value DrvLoad_COMPS, and the charging speed CSPEED is calculated.

  In the previous load correction amount calculation S84, the DrvLoad_COMPS obtains the load accumulated storage value L_DrvLoad_int at the previous travel from the EEPROM 77, and calculates it according to the L_DrvLoad_int. At this time, the DrvLoad_COMPS determines that the battery deterioration due to the cycle deterioration during traveling has progressed as the L_DrvLoad_int is larger, and the charging speed is slowed by setting a small value to suppress the battery deterioration due to the cycle deterioration during charging. It is possible to reduce variations in battery deterioration due to the user's running pattern.

  As described above, by calculating the charging speed CSPEED, a battery that suppresses the deterioration of the battery and prevents the deterioration of the running performance is taken off, and the battery depends on the environmental temperature depending on the user's living environment and the running pattern. It is possible to suppress variation in deterioration of the material.

  Next, the calculation method of L_WDrvSTtime, L_DrvLoad_int, and L_WDrvSTtime used in the calculations of step 55 and step 56 in FIG. 5 will be described with reference to FIGS.

  FIG. 7 is a flowchart showing the timing of calculation of L_WDrvSTtime, L_DrvLoad_int, and L_WDrvSTtime. These three calculated values are calculated while the electric vehicle on which the battery is mounted is running, not during charging by the external power source 6.

  First, after the electric vehicle is keyed on at step 81 and the battery controller 8 and the hybrid controller 7 are activated, a travel start time learned value that is a learned value of the time when the key is turned on at step 82 is calculated, and L_WDrvSTtime is updated. After that, when the vehicle starts to be driven in step 83 and the key-off is determined, L_DrvLoad_int and L_WDeltaSOC are updated and finished by calculating the load memory value during driving in step 84 and the SOC change amount learning value calculation in step 85.

  FIG. 8 is a calculation block diagram of step 82, step 84, and step 85 of FIG.

  In step 82, the date and time information Tinf acquired from the timer IC installed in the battery controller 8 or the hybrid controller is read at the timing when the key-on of the vehicle is detected, and the key-on time and the day of the week are specified. Thereafter, L_WDrvSTtimez which is the previous value of the learning start time learning value for each day of the week stored in the EEPROM 77 as a different value for each day of the week according to the specified day of the week is acquired. Then, a time obtained by multiplying the time difference between L_WDrvSTtimez and the key-on time by a fixed value C3 smaller than 1 is made closer to the key-on time from L_WDrvSTtimez and is stored in the EEPROM 77 as L_WDrvSTtime.

  By this calculation, the most frequent travel start time for each day of the week of the user is stored in L_WDrvSTtime.

  In step 84, a value DrvLoad_int obtained by integrating the current that flows during charging and discharging of the running battery by the integration calculation 91 is calculated. The integration calculation 91 is reset only once after the charging from the external power source 6 is executed, and the integrated value is held until the charging is executed. During this time, when the power supply of the battery controller 8 is turned off, the integrated value is stored in the EEPROM 77 before the power supply of the battery controller 8 is turned off, and the integrated value stored last time when the battery controller 8 is activated next time is acquired from the EEPROM 77. Continue the integration calculation.

  Thereafter, DrvLoad_int is stored in the EEPROM 77 by the running load storage calculation 92 at the key-off timing.

  As a result of the above calculation, the accumulated current value during travel from the previous charging by the external power supply 6 to the previous key-off is stored in L_DrvLoad_int.

  In step 85, first, the SOC value at the time of key-on is stored in the initial value storage 93. Thereafter, when key-off is detected, a difference calculation 94 calculates the difference between the SOC at the time of key-off and the stored SOC at the time of key-on to obtain Delta SOC. Immediately after calculating DeltaSOC, in the SOC change amount learning value update calculation for each day of the week, the day of the week at the key-off time is specified from the date / time information Tinf. Then, according to the specified day of the week, the previous value L_WDeltaSOCz of the SOC change amount learning value for each day of the week stored in the EEPROM as a different value for each day of the week is acquired. Thereafter, the L_WDeltaSOCz and the DeltaSOC are weighted averaged and stored in the EEPROM 77 as L_WDeltaSOC.

  By this calculation, the most frequent SOC change amount is stored in L_WDeltaSOC for each day of the week.

  As described above, according to the present embodiment, if the battery deterioration is in a state of progressing from the past traveling state of the vehicle or the environment information at the time of stopping, the battery charge amount during storage of the vehicle is reduced or the battery charging speed is reduced. Lowering the battery delays battery deterioration.

  Moreover, the environmental information at the time of a stop is made into the external temperature at the time of vehicle preservation, and the deterioration of the battery by the preservation | save at high temperature is suppressed. In addition, by calculating the outside air temperature during storage of the vehicle from the outside temperature of the vehicle at the start of charging, the estimated change in outside air temperature after the start of charging, and the estimated vehicle start time, the average outside temperature during the vehicle storage period can be calculated. Estimate and improve the outside air temperature estimation accuracy when storing the vehicle.

  In addition, the estimated outside air temperature can be estimated by using the estimated outside air temperature change value according to the location based on the estimated location value of the charging point obtained from the navigation system or external power supply. Improve accuracy.

  In addition, when estimating the outside air temperature during storage of the vehicle, the outside air temperature information during charging that was experienced in the past is reflected to perform estimation according to the vehicle storage situation of the user, thereby improving the estimation accuracy of the outside temperature during vehicle storage. Let

  Also, dissatisfaction with the user by setting the required amount of charge according to the usage status of the user by setting the past driving state of the vehicle to the amount of consumption of the charged amount that has been experienced in the past. No deterioration of the battery.

  Further, by calculating the consumption amount of the charge amount that has been experienced in the past for each day of the week, the consumption amount according to the usage pattern of the user's electric vehicle is calculated, and an appropriate charge amount is set.

  Also, the past driving state of the vehicle is taken as the integrated value of the current during battery charging / discharging experienced after the previous charging, and if the integrated value is large by the charging control means, the charging amount is reduced or the charging speed is reduced. Thus, when the integrated value is large and the battery deterioration during running is large, battery deterioration during charging and vehicle storage is suppressed, and variation in battery deterioration due to the use environment of the user is suppressed.

  In addition, a switch for switching the charging control is provided, and when the switch is ON, the charging control is performed according to the user's preference by performing the charging control.

  In the configuration shown above, by setting the charge rate of the battery by the external power source and the charging speed correlated with the current value at the time of charging according to the storage state and the driving state of each user's electric vehicle, It is possible to optimize the trade-off between suppressing battery deterioration and driving performance deterioration, and suppressing battery deterioration variation depending on the usage environment and conditions.

DESCRIPTION OF SYMBOLS 1 Battery 2 Inverter 3 Rotating electrical machine 4 Engine 5 Battery charger 6 External power supply 7 Hybrid controller 8 Battery controller

Claims (9)

A charge control device for an electric vehicle having a battery that can be charged by an external power source and a rotating electric machine that performs power running or regeneration by the battery, and that obtains part or all of the driving force by the rotating electric machine,
Charge amount detecting means for detecting the charge amount of the battery;
Vehicle information detection means for detecting vehicle information;
Charge control means for controlling a charge amount or a charge speed of the battery,
The charge control means controls the charge amount or the charge speed of the battery based on the current charge amount detected by the charge amount detection means and the vehicle information detected by the vehicle information detection means. apparatus. A charging device for an electric vehicle according to claim 1,
The vehicle information detection means detects the outside temperature of the vehicle at the time of charging as the vehicle information,
The charge control device is a charge control device for an electric vehicle that reduces a charge amount or slows a charge speed when an outside air temperature of the vehicle at the time of charging is higher than a predetermined value. A charging device for an electric vehicle according to claim 2,
The vehicle information detection means is a charge control device for an electric vehicle that calculates the outside air temperature from the outside temperature of the vehicle at the start of charging, a predicted change in outside temperature after the start of charging, and an estimated vehicle start time. A charging device for an electric vehicle according to claim 3,
The vehicle information detection means is a charge control device for an electric vehicle that corrects the outside air temperature according to the latitude and longitude of a charging place. A charging device for an electric vehicle according to claim 2,
The vehicle information detection means is a charge control device for an electric vehicle that calculates the outside temperature according to the outside temperature of the vehicle at the start of charging and the outside temperature at the time of charging experienced in the past. A charging device for an electric vehicle according to claim 1,
The vehicle information detection means detects the consumption amount of the charged amount that has been experienced in the past as vehicle information,
The charging control unit is a charging control device for an electric vehicle that charges a charging amount necessary for the frequent driving pattern. A charging device for an electric vehicle according to claim 6,
The vehicle information detection means is a charge control device for an electric vehicle that extracts a consumption amount of a frequently charged amount for each day of the week. A charging device for an electric vehicle according to claim 1,
The vehicle information detection means detects, as vehicle information, an integrated value of current at the time of battery charge / discharge experienced after the previous charge,
The charge control means is a charge control device for an electric vehicle that reduces a charge amount or lowers a charge speed when the integrated value is large. A charging device for an electric vehicle according to any one of claims 1 to 8,
A charge control device for an electric vehicle that includes a switch for switching ON / OFF of charge control, and performs the charge control when the switch is ON.