JP2021061676A - Charge control device - Google Patents

Abstract

To suppress the deterioration of user convenience in a charge control device that controls charge of a battery mounted on a vehicle.SOLUTION: A charge control device 1 comprises: a storage section 11 in which an increasing trend D of full-charge determination threshold values accompanied with an increase of a battery B usage quantity is stored for each usage mode of a vehicle Ve; a determination section 121 for determining a usage mode of the vehicle Ve; a selection section 122 for selecting a trend D corresponding to the usage mode determined by the determination section 121 from among a plurality of trends D stored in the storage section 11; a charge control section 123 in which a full-charge determination threshold value corresponding to the battery B usage quantity is obtained by referring to the trend D selected by the selection section 122, and the battery B is charged until a charge quantity of the battery B reaches the obtained full charge determination threshold value or higher.SELECTED DRAWING: Figure 1

Description

The present invention relates to a charge control device that controls charging of a battery mounted on a vehicle.

As a charge control device, as the battery usage time increases, the full charge determination threshold value, which is the upper limit of the control range of the battery charge rate (the ratio of the current capacity to the full charge capacity of the battery B [%]), is increased. There is something. According to this charge control device, even if the full charge capacity of the battery decreases due to the deterioration of the battery due to the increase in the usage time of the battery, the change in the mileage of the vehicle can be reduced, which is convenient for the user. The decrease can be suppressed. Patent Document 1 is a related technique.

By the way, when the usage pattern of the vehicle changes, the amount of decrease in the full charge capacity of the battery per unit usage time of the battery changes. For example, if the vehicle is used only on weekends and the vehicle is used every day, the number of times the battery is charged per unit time increases, so the amount of decrease in the full charge capacity of the battery per unit usage time of the battery increases. growing.

Therefore, in the above-mentioned charge control device, when the usage pattern of the vehicle changes, the mileage of the vehicle changes as the battery usage time increases, which may reduce the convenience of the user. For example, when the usage pattern of the vehicle changes and the decrease in the full charge capacity of the battery per unit usage time of the battery becomes larger than the increase in the full charge determination threshold per unit usage time of the battery, the battery is used. As the time increases, the mileage of the vehicle becomes shorter, and the mileage expected by the user may not be secured.

International Publication No. 2011/0618111

An object of one aspect of the present invention is to provide a charge control device capable of suppressing a decrease in user convenience.

The charge control device, which is one embodiment of the present invention, determines a storage unit that stores the transition of an increase in the full charge determination threshold value as the battery usage increases for each vehicle usage pattern, and a vehicle usage pattern. Of the plurality of transitions stored in the determination unit and the storage unit, the selection unit for selecting the transition corresponding to the usage pattern determined by the determination unit, and the transition selected by the selection unit are referred to. It is provided with a charge control unit that obtains a full charge determination threshold value corresponding to the usage amount and charges the battery until the charge amount of the battery becomes equal to or higher than the obtained full charge determination threshold value.

As a result, the battery can be charged with the optimum full charge determination threshold value corresponding to the usage pattern of the vehicle, so that it is possible to suppress the change in the mileage of the vehicle due to the change in the usage pattern of the vehicle. , It is possible to suppress a decrease in user convenience.

In addition, the first transition corresponding to the case where the vehicle usage pattern is taxi or ride sharing is the unit usage of the battery as compared with the second transition corresponding to the case where the vehicle usage pattern is not taxi or ride sharing. The increase range of the full charge determination threshold value may be increased.

When the vehicle usage pattern is taxi or ride sharing, the amount of decrease in the full charge capacity per unit usage of the battery is larger than that when the vehicle usage pattern is not taxi or ride sharing. Therefore, when the usage pattern of the vehicle is taxi or ride sharing, the increase range of the full charge determination threshold per unit usage of the battery is increased as compared with the case where the usage pattern of the vehicle is not taxi or ride sharing. Since it is possible to reduce the shortening of the mileage of the vehicle as the amount of batteries used increases, it is possible to suppress a decrease in user convenience.

Further, when the charge control unit switches from the case where the vehicle usage mode is not taxi or ride share to the case where the vehicle is taxi or ride share, the full charge determination threshold value shown in the second transition is shown in the first transition. After gradually reducing the threshold value until it matches the full charge determination threshold value, the full charge determination threshold value corresponding to the battery usage may be obtained with reference to the first transition.

As a result, even if the vehicle usage pattern is switched from a taxi or rideshare to a taxi or rideshare, the full charge judgment threshold gradually decreases, so that the mileage of the vehicle changes sharply. It can be suppressed, and it is possible to reduce the user's feeling of discomfort.

In addition, the third transition corresponding to the case where the vehicle usage pattern is car sharing or rental car sets the full charge determination threshold value as compared with the fourth transition corresponding to the case where the vehicle usage pattern is not car sharing or rental car. It may be increased.

When the vehicle usage pattern is car sharing or rental car, it is relatively rare for the user to use the same vehicle continuously, so the full charge judgment threshold is set as compared with the case where the vehicle usage pattern is not car sharing or rental car. By increasing the size, even if the mileage of the vehicle becomes shorter as the amount of battery used increases, it is possible to reduce the user's feeling of discomfort.

Further, when the charge control unit switches from the case where the vehicle usage pattern is not car sharing or rent-a-car to the case where the vehicle is car-sharing or rent-a-car, the full charge determination threshold value shown in the fourth transition is shown in the third transition. After gradually increasing the threshold value until it matches the full charge determination threshold value, the full charge determination threshold value corresponding to the battery usage may be obtained with reference to the third transition.

As a result, even if the vehicle usage pattern is switched from car-sharing or rent-a-car to car-sharing or rent-a-car, the full charge judgment threshold gradually increases, so that the mileage of the vehicle changes sharply. It can be suppressed, and it is possible to reduce the user's feeling of discomfort.

According to the present invention, in a charge control device that controls charging of a battery mounted on a vehicle, it is possible to suppress a decrease in user convenience.

It is a figure which shows an example of the battery pack including the charge control device of an embodiment. It is a figure which shows an example of the transition which is stored in the storage part. It is a flowchart which shows an example of charge control processing.

Hereinafter, embodiments will be described in detail based on the drawings.
FIG. 1 is a diagram showing an example of a battery pack including the charge control device of the embodiment.

The battery pack BP shown in FIG. 1 is mounted on a vehicle Ve such as a plug-in hybrid vehicle or an electric vehicle, and in addition to the charge control device 1 (battery ECU (Electronic Control Unit)), a battery B, a current meter 2, and the like. It includes a thermometer 3, switches SW1 and SW2, and a monitoring ECU 4. The vehicle Ve is not limited to a plug-in hybrid vehicle or an electric vehicle, and may be, for example, an industrial vehicle such as an electric forklift.

In addition to the battery pack BP, the vehicle Ve controls the operation of the motor M for traveling of the vehicle Ve, the inverter circuit Inv for driving the motor M, and the inverter circuit Inv, and the charger Ch provided outside the vehicle Ve. It is provided with a vehicle ECU 5 that communicates with the vehicle.

The inverter circuit Inv includes a switch, and when the switch is repeatedly turned on and off, the DC power supplied from the battery B is converted into AC power and supplied to the motor M. Further, the inverter circuit Inv converts the AC power (regenerated power) supplied from the motor M into DC power and supplies it to the battery B by repeatedly turning the switch on and off.

The vehicle ECU 5 changes the duty ratio of the control signal that controls the on / off of the switch of the inverter circuit Inv, so that the electric power supplied from the battery B to the inverter circuit Inv or the electric power supplied from the inverter circuit Inv to the battery B. To control. The function of the vehicle ECU 5 may be included in the function of the charge control device 1 to integrate the charge control device 1 and the vehicle ECU 5, and the charge control device 1 after the integration may be provided in the vehicle Ve.

Battery B is composed of one or more secondary batteries such as a lithium ion battery or a nickel metal hydride battery. The causes of deterioration of the battery B include repeated charging and discharging, being left in an overcharged or overdischarged state for a long time, and being left in a high or low temperature environment for a long time. As the amount of battery B used increases, the deterioration progresses, and the full charge capacity of battery B decreases. Further, when the full charge capacity of the battery B decreases, the mileage of the vehicle Ve is assumed to decrease. The usage amount is the usage time [year] from the time of manufacture of battery B to the present, the amount of charging current [Ah] flowing to battery B from the time of manufacture of battery B to the present, and the amount of charge from the time of manufacture of battery B to the present. Let it be the amount of discharge current [Ah] flowing from the battery B, or the mileage [km] of the vehicle Ve from the time of manufacture of the battery B to the present.

The ammeter 2 is composed of a shunt resistor or the like, detects a current flowing through the battery B, and sends the detected current to the monitoring ECU 4.

The thermometer 3 is composed of a thermistor or the like, detects the temperature of the battery B, and sends the detected temperature to the monitoring ECU 4.

The monitoring ECU 4 is configured to include a processor, a storage unit, and the like, and detects the voltage of the battery B. Further, the monitoring ECU 4 transmits the detected voltage, the current detected by the ammeter 2, and the temperature detected by the thermometer 3 to the charge control device 1 by using CAN (Controller Area Network) communication or the like.

The switches SW1 and SW2 are each composed of a semiconductor relay (for example, MOSFET (Metal Oxide Semiconductor Field Effect Transistor)) or an electromagnetic relay. One end of the switch SW1 is connected to the negative terminal of the battery B via the ammeter 2, and the other end of the switch SW1 is connected to the negative input terminal of the inverter circuit Inv. One end of the switch SW2 is connected to the negative terminal of the battery B via the switch SW1 and the ammeter 2, and the other end of the switch SW2 is connected to the negative output terminal of the charger Ch. One end of the switch SW1 is connected to the positive terminal of the battery B, the other end of the switch SW1 is connected to the positive input terminal of the inverter circuit Inv, and one end of the switch SW2 is connected to the positive terminal of the battery B via the switch SW1. And the other end of the switch SW2 may be connected to the positive output terminal of the charger Ch.

When the switch SW1 becomes conductive and the switch SW2 is cut off, the battery B can supply electric power to the inverter circuit Inv, and the inverter circuit Inv can supply electric power to the battery B. .. Further, when the switches SW1 and SW2 are electrically connected, power can be supplied from the charger Ch to the battery B via the charging cable Ca. At this time, it is assumed that power is not supplied from the charger Ch to the inverter circuit Inv. When power is supplied to the battery B from the inverter circuit Inv or the charger Ch, the battery B is charged and the charge rate or voltage of the battery B increases, and when power is supplied from the battery B to the inverter circuit Inv, the battery B is charged. Is discharged and the charge rate or voltage of the battery B decreases. The charging rate is the ratio of the current capacity to the fully charged capacity of the battery B.

The charge control device 1 includes a storage unit 11 and a processor 12.
The storage unit 11 is composed of a RAM (Random Access Memory), a ROM (Read Only Memory), or the like. Further, the storage unit 11 stores the transition D corresponding to each of a plurality of types of usage modes of the vehicle Ve. The transition D is information indicating the transition of the increase in the full charge determination threshold value with the increase in the usage amount of the battery B, and is assumed to be obtained in advance by an experiment, a simulation, or the like. The full charge determination threshold value is a value to be compared with the charge amount of the battery B, and when the charge amount of the battery B becomes equal to or more than the full charge determination threshold value, the charging of the battery B is completed. The charge amount is the charge rate [%] of the battery B or the open circuit voltage [V] of the battery B when no current is flowing through the battery B. The full charge determination threshold is the charge rate [%] of the battery B when fully charged, or the open circuit voltage [V] of the battery B when no current is flowing through the battery B when fully charged. And.

The transition D may be calculated for each charge control process of the battery B. For example, the processor 12 calculates and obtains the full charge determination threshold value in the current charge control process by a calculation method corresponding to each of a plurality of types of vehicle Ve usage patterns based on the deterioration state and the usage amount of the battery.

FIG. 2A is a diagram showing an example of transition D. The horizontal axis of the two-dimensional coordinates shown in FIG. 2A indicates the amount of battery B used, and the vertical axis indicates the full charge determination threshold value. Further, the transition D1 (solid line curve) shown in FIG. 2A corresponds to the case where the vehicle Ve is used as a general vehicle (when it is not a taxi, ride share, car share, or rental car), and the battery B is used. The information indicates the correspondence between the usage amount and the full charge determination threshold value. Further, the transition D2 (broken line curve) shown in FIG. 2A shows the correspondence between the usage amount of the battery B and the full charge determination threshold value, which corresponds to the case where the vehicle Ve is used in a taxi or a ride share. It is the information to be shown. Further, the transition D3 (straight line consisting of the alternate long and short dash line) shown in FIG. 2A corresponds to the correspondence between the usage amount of the battery B and the full charge determination threshold value, which corresponds to the case where the vehicle Ve is used as a car share or a rental car. Information indicating the relationship. Further, car sharing is a service in which a plurality of charged users share and drive a vehicle Ve.

As shown in FIG. 2A, the full charge determination threshold value of the transition D3 is assumed to be a constant value regardless of the increase in the usage amount. The full charge determination threshold value of the transition D1 is smaller than the full charge determination threshold value (constant value) of the transition D3 when the usage amount is zero. The full charge determination threshold value of the transition D2 is smaller than the full charge determination threshold value of the transition D1 when the usage amount is zero. Further, it is assumed that the full charge determination threshold value of each of the transitions D1 and D2 gradually increases as the usage amount of the battery B increases until it reaches a constant value. When the usage amount is N1 or more, which is larger than zero, the full charge determination threshold values of the transitions D1 and D2 are assumed to be constant values, respectively. The full charge determination threshold value in the section where the usage amount of the transition D2 is from zero to N1 is smaller than the full charge determination threshold value in the section where the usage amount of the transition D1 is zero to N1. Further, the constant value is the charge rate [%] or the open circuit voltage [V] of the battery B, which is fully charged when the battery B is most deteriorated.

That is, the transition D2 (first transition) corresponding to the case where the usage pattern of the vehicle Ve is a taxi or a ride share is the transition D1 (second transition) corresponding to the case where the usage pattern of the vehicle Ve is not a taxi or a ride share. ), It is assumed that the increase range of the full charge determination threshold value per unit usage of the battery B is large. Further, the transition D3 (third transition) corresponding to the case where the vehicle Ve usage pattern is car sharing or rental car is the transition D1 (fourth transition) corresponding to the case where the vehicle Ve usage pattern is not car sharing or rental car. ), It is assumed that the full charge determination threshold value is larger. Further, it is assumed that the increase range of the full charge determination threshold value per unit usage of the battery B is smaller in the transition D3 than in the transitions D1 and D2.

Further, the processor 12 shown in FIG. 1 controls the operations of the switches SW1 and SW2, and communicates with the monitoring ECU 4 and the vehicle ECU 5 by CAN communication or the like.

That is, when the processor 12 receives from the vehicle ECU 5 that the ignition is switched from the ignition off to the ignition on by the operation of the ignition switch by the user, the switch SW1 is switched from the cutoff state to the conduction state and the switch SW2 is left in the cutoff state for monitoring. The charge rate of the battery B is estimated using the voltage, current, temperature, and the like transmitted from the ECU 4, and the output power command value Wout or the input power command value Win according to the estimated charge rate is transmitted to the vehicle ECU 5.

Further, when the processor 12 receives from the vehicle ECU 5 that the ignition is switched from the ignition on to the ignition off by the operation of the ignition switch by the user, the processor 12 switches the switch SW1 from the conductive state to the cutoff state and keeps the switch SW2 in the cutoff state.

Further, when the charge amount of the battery B becomes equal to or less than the first lower limit threshold value, the processor 12 transmits the limited output power command value Wout to the vehicle ECU 5, and when the charge amount becomes equal to or more than the first upper limit threshold value, after the limitation. The input power command value Win of is transmitted to the vehicle ECU 5. The vehicle ECU 5 controls the operation of the inverter circuit Inv so that the power corresponding to the output power command value Wout is supplied from the battery B to the inverter circuit Inv, and the power corresponding to the input power command value Win is supplied from the inverter circuit Inv. The operation of the inverter circuit Inv is controlled so as to be supplied to the battery B. When the output power command value Wout or the input power command value Win is limited, the vehicle ECU 5 reduces the duty ratio of the control signal for controlling the on / off of the switch of the inverter circuit Inv, thereby reducing the duty ratio of the control signal from the battery B to the inverter circuit Inv. The power supplied to the battery B or the power supplied from the inverter circuit Inv to the battery B is limited.

Further, the processor 12 switches when the charge amount of the battery B becomes equal to or less than the second lower limit threshold value smaller than the first lower limit threshold value, or becomes equal to or more than the second upper limit threshold value larger than the first upper limit threshold value. By shutting off SW1 and SW2, power is supplied from the battery B to the inverter circuit Inv, power is supplied from the inverter circuit Inv to the battery B, and power is supplied from the charger Ch to the battery B. Prohibit that. The second lower threshold value is the charge rate of the battery B immediately before the battery B is in the overcharged state, and the second upper limit threshold value is the charge rate of the battery B immediately before the battery B is in the overcharged state. .. As a result, it is possible to prevent the battery B from being in an overcharged state or an overdischarged state. The second upper limit threshold value> the first upper limit threshold value> the full charge determination threshold value.

Further, when the processor 12 conducts the switch SW1 and shuts off the switch SW2, if the voltage transmitted from the monitoring ECU 4 becomes equal to or higher than the overvoltage threshold value, or the current transmitted from the monitoring ECU 4 becomes the overcurrent threshold value. When the above is reached, or when the temperature transmitted from the monitoring ECU 4 exceeds the overtemperature threshold value, it is determined that an abnormality has occurred in the battery B, and a notification to that effect is transmitted to the vehicle ECU 5. When the vehicle ECU 5 receives that the battery B has an abnormality, the vehicle ECU 5 stops the inverter circuit Inv and prohibits charging and discharging of the battery B.

Further, the processor 12 includes a determination unit 121, a selection unit 122, and a charge control unit 123. The determination unit 121, the selection unit 122, and the charge control unit 123 are realized by the processor 12 executing the program stored in the storage unit 11. The determination unit 121, the selection unit 122, and the charge control unit 123 execute the charge control process.

FIG. 3 is a flowchart showing an example of charge control processing.
First, the determination unit 121 reaches the start timing of the charge control process when the charger Ch and the battery pack BP are connected by the charging cable Ca or the charging start instruction by the user is input to the processor 12 ( Step S1: Yes), the usage pattern of the vehicle Ve is determined (step S2).

For example, the determination unit 121 determines that the battery B or the vehicle Ve is in any of the following states (a) to (f) during the period from the charge control process one or more times before to the current charge control process. At that time, it is determined that the usage pattern of the vehicle Ve is a taxi or a ride share.
(A) When the battery B is charged once a day and the amount of increase in the charge rate of the battery B per charge is equal to or more than a predetermined amount.
(B) When the waiting time after starting the vehicle Ve is equal to or longer than the predetermined time.
(C) When the daily mileage of the vehicle Ve is equal to or greater than a predetermined distance.
(D) When the number of working days per week of the vehicle Ve is equal to or more than the predetermined number of days.
(E) When the temperature at the highest frequency of the temperature frequency distribution of the vehicle Ve is equal to or higher than the predetermined temperature.
(F) When the standby place after the start of the vehicle Ve detected by using the GPS (Global Positioning System) mounted on the vehicle Ve is the same place every time.

Further, the determination unit 121 determines that the battery B or the vehicle Ve is in any of the following states (g) to (n) during the period from the charge control process one or more times before to the current charge control process. At that time, it is determined that the usage pattern of the vehicle Ve is car sharing or rental car.
(G) When battery B is charged more than once a day.
(H) When the frequency with which the vehicle Ve is used for a certain period of time is equal to or higher than the predetermined frequency.
(I) When the frequency with which the vehicle Ve travels within a certain distance is equal to or higher than the predetermined frequency.
(J) When the charging frequency of the battery B is equal to or higher than the predetermined frequency.
(K) When the temperature at the highest frequency of the temperature frequency distribution of the vehicle Ve is equal to or lower than the predetermined temperature.
(L) When the place where the vehicle Ve is left unattended, which is detected by the GPS mounted on the vehicle Ve, is different every time.
(M) When it is detected that the accelerator opening differs each time the vehicle Ve is started by using the discharge current flowing from the battery B to the inverter circuit Inv when the vehicle Ve starts or the accelerator opening signal of the vehicle Ve.
(N) When it is detected that the brake opening differs each time the vehicle Ve is started by using the charging current flowing from the inverter circuit Inv to the battery B during deceleration of the vehicle Ve or the brake opening signal of the vehicle Ve.

Next, the selection unit 122 selects the transition D corresponding to the usage pattern determined by the determination unit 121 among the plurality of transitions D stored in the storage unit 11 (step S3).

Next, the charge control unit 123 obtains a full charge determination threshold value corresponding to the current usage amount of the battery B with reference to the transition D selected by the selection unit 122 (step S4).

Then, the charge control unit 123 starts charging the battery B (step S5), and when the charge amount of the battery B becomes equal to or greater than the full charge determination threshold value obtained in step S4 (step S6: Yes), the battery B is charged. Is finished (step S7). At this time, the charge control unit 123 may be configured to notify the user that the battery B is in a fully charged state.

In the charge control unit 123, when the usage mode α determined by the determination unit 121 in the charge control process one or more times before and the usage mode β determined by the determination unit 121 in the current charge control process are different from each other. In the charge control process from this time onward, the full charge determination threshold value shown in the transition D corresponding to the usage mode α is gradually changed until it matches the full charge determination threshold value shown in the transition D corresponding to the usage mode β. It may be configured as.

For example, when the charge control unit 123 switches from the case where the vehicle Ve is not used for taxi and ride sharing to the case where it is taxi or ride sharing, it is shown in transition D1 as shown by the broken line D2'shown in FIG. 2 (b). The full charge determination threshold value is gradually reduced until it matches the full charge determination threshold value shown in the transition D2, and then the full charge determination threshold value corresponding to the usage amount of the battery B is obtained with reference to the transition D2. It may be configured. As a result, even if the usage pattern of the vehicle Ve is switched from the case where the vehicle Ve is not a taxi or a ride share to the case where the vehicle Ve is a taxi or a ride share, the full charge determination threshold value gradually decreases, so that the mileage of the vehicle Ve changes sharply. This can be suppressed, and the user's feeling of discomfort can be reduced.

Further, when the charge control unit 123 switches from the case where the vehicle Ve is not car-sharing or rent-a-car to the case where it is car-sharing or rent-a-car, the charge control unit 123 is shown in transition D1 as shown by the broken line D3'shown in FIG. 2 (b). The full charge determination threshold value is gradually increased until it matches the full charge determination threshold value shown in the transition D3, and then the full charge determination threshold value corresponding to the usage amount of the battery B is obtained with reference to the transition D3. It may be configured. As a result, even if the usage pattern of the vehicle Ve is switched from the case where the vehicle is not a car share or a rental car to the case where the vehicle is a car share or a rental car, the full charge determination threshold is gradually increased, so that the mileage of the vehicle Ve changes sharply. This can be suppressed, and the user's feeling of discomfort can be reduced.

In the charge control device 1 of the embodiment, the transition D corresponding to the usage mode determined by the determination unit 121 is selected from the plurality of transitions D stored in the storage unit 11 for each usage mode of the vehicle Ve, and the transition D is selected. With reference to the transition D, the full charge determination threshold value corresponding to the usage amount of the battery B is obtained, and the battery B is charged until the charge amount of the battery B becomes equal to or more than the obtained full charge determination threshold value.

As described above, regardless of the current degree of deterioration of the battery B, the battery B is charged using the full charge determination threshold value shown in the transition D corresponding to the usage mode of the vehicle Ve. Therefore, the usage mode of the vehicle Ve The battery B can be charged using the optimum full charge determination threshold value corresponding to. As a result, it is possible to suppress a change in the travelable distance of the vehicle Ve with a change in the usage pattern of the vehicle Ve, so that it is possible to suppress a decrease in user convenience.

Further, in the charge control device 1 of the embodiment, the transition D2 corresponding to the case where the usage mode of the vehicle Ve is a taxi or a ride share is higher than the transition D1 corresponding to the case where the usage mode of the vehicle Ve is not a taxi or a ride share. Therefore, the increase range of the full charge determination threshold value per unit usage of the battery B is increased. When the vehicle Ve is used in a taxi or ride share, the number of times the battery is charged per unit time increases as compared with the case where the vehicle Ve is not used in a taxi or ride share. The amount of decrease in full charge capacity becomes large. Therefore, when the usage pattern of the vehicle Ve is a taxi or a ride share, the increase range of the full charge determination threshold per unit usage of the battery B is increased as compared with the case where the usage pattern of the vehicle Ve is not a taxi or a ride share. As a result, it is possible to reduce the decrease in the travelable distance of the vehicle Ve as the amount of battery B used increases, so that it is possible to suppress a decrease in user convenience.

Further, in the charge control device 1 of the embodiment, the transition D3 corresponding to the case where the vehicle Ve is used as a car share or a rental car is compared with the transition D1 corresponding to the case where the vehicle Ve is not used as a car share or a rental car. Therefore, the full charge judgment threshold is increased. As a result, when the usage pattern of the vehicle Ve is a car share or a rental car, the full charge determination threshold is not limited at the initial stage of use of the battery B as compared with the case where the usage pattern of the vehicle Ve is not a car share or a rental car. The mileage of Ve can be made relatively long. Further, when the usage pattern of the vehicle Ve is car sharing or rental car, it is relatively rare for the user to continuously use the same vehicle Ve, so that the usage pattern of the vehicle Ve is not car sharing or rental car. By increasing the full charge determination threshold, it is possible to reduce the user's feeling of discomfort even if the travelable distance of the vehicle Ve becomes shorter as the amount of battery B used increases.

The present invention is not limited to the above embodiments, and various improvements and changes can be made without departing from the gist of the present invention.

1 Charge control device 2 Ammeter 3 Thermometer 4 Monitoring ECU
5 Vehicle ECU
Ve Vehicle BP Battery Pack Inv Inverter Circuit M Motor Ch Charger Ca Charge Cable SW1, SW2 Switch

Claims (5)

A storage unit that stores the transition of the increase in the full charge judgment threshold value as the battery usage increases for each vehicle usage pattern, and
A determination unit that determines the usage pattern of the vehicle and
A selection unit that selects a transition corresponding to a usage pattern determined by the determination unit among a plurality of transitions stored in the storage unit, and a selection unit.
With reference to the transition selected by the selection unit, a full charge determination threshold value corresponding to the usage amount of the battery is obtained, and the battery is charged until the charge amount of the battery becomes equal to or more than the obtained full charge determination threshold value. Charge control unit and
Charge control device equipped with. The charge control device according to claim 1.
The first transition corresponding to the case where the usage pattern of the vehicle is taxi or ride sharing is a unit use of the battery as compared with the second transition corresponding to the case where the usage pattern of the vehicle is not taxi or ride sharing. A charge control device characterized in that the increase range of the full charge determination threshold value per amount is large. The charge control device according to claim 2.
When the charge control unit switches from the case where the usage mode of the vehicle is not taxi and ride share to the case where the vehicle is taxi or ride share, the full charge determination threshold value shown in the second transition is changed to the first transition. A charge control device, characterized in that, after gradually reducing the threshold value until it matches the indicated full charge determination threshold value, the full charge determination threshold value corresponding to the usage amount of the battery is obtained with reference to the first transition. The charge control device according to claim 1 or 2.
The third transition corresponding to the case where the vehicle usage pattern is car sharing or rental car is the full charge determination threshold value as compared with the fourth transition corresponding to the case where the vehicle usage pattern is not car sharing or rental car. A charge control device characterized by its large size. The charge control device according to claim 4.
When the charge control unit switches from the case where the vehicle is not used for car sharing or rent-a-car to the case where it is car-sharing or rent-a-car, the full charge determination threshold value shown in the fourth transition is changed to the third transition. A charge control device, characterized in that, after gradually increasing the threshold value until it matches the indicated full charge determination threshold value, the full charge determination threshold value corresponding to the usage amount of the battery is obtained with reference to the third transition.

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