WO2018003334A1

WO2018003334A1 - Charging control device, charging control program, and storage medium

Info

Publication number: WO2018003334A1
Application number: PCT/JP2017/018435
Authority: WO
Inventors: 琢磨飯田; 靖司小林
Original assignee: パナソニックＩｐマネジメント株式会社
Priority date: 2016-06-27
Filing date: 2017-05-17
Publication date: 2018-01-04
Also published as: JP2018001788A

Abstract

A charging control device according to the present invention is applied to a hybrid vehicle that runs using a driving force from a motor utilizing power from a storage battery and a driving force from an engine utilizing fuel stored in a fuel tank, and controls the charging of the storage battery by an external power source. The charging control device comprises a storage unit that stores degradation information indicating the degree of degradation of the fuel stored in the fuel tank, and a charge level regulation unit that regulates, on the basis of the degradation information stored in the storage unit, the final charge level of the storage battery when charging by the external power source is finished.

Description

CHARGE CONTROL DEVICE, CHARGE CONTROL PROGRAM, STORAGE MEDIUM

The present disclosure relates to a charge control device, a charge control program, and a storage medium storing the charge control program.

2. Description of the Related Art A hybrid vehicle that travels by a driving force by a driving motor that uses electric power of a storage battery and a driving force by an engine that uses fuel stored in a fuel tank is known.

In a hybrid vehicle, since electric driving using a drive motor (hereinafter referred to as “EV driving”) is performed, the amount of fuel used is reduced. As a result, the fuel is not used and deteriorates in the fuel tank. The engine may become unusable. In order to avoid such a situation, when fuel deterioration is predicted, the driver is informed of the contents, or the fuel is turned off so that the fuel is consumed systematically before the fuel deteriorates. There has been proposed a hybrid vehicle that performs control so as to increase the ratio of travel using an engine (hereinafter referred to as “engine travel”) (see, for example, Patent Document 1).

JP 2014-091467 A

In the present disclosure, when charging a storage battery mounted on a hybrid vehicle from an external power supply, the charge control of the storage battery is appropriately controlled, and the storage battery can efficiently recover regenerative power during traveling. An apparatus, a charging control program, and a storage medium storing the charging control program are provided.

The charging control device according to the present disclosure is applied to a hybrid vehicle that travels by a driving force by a motor that uses electric power of a storage battery and a driving force by an engine that uses fuel stored in a fuel tank. Control charging. The charge control device includes a storage unit and a charge amount adjustment unit. The storage unit stores deterioration information indicating the degree of deterioration of the fuel stored in the fuel tank. The charge amount adjustment unit adjusts the charge amount at the completion of the storage battery when the charge by the external power source is completed based on the deterioration information stored in the storage unit.

The charging control program of the present disclosure is applied to a hybrid vehicle that travels by a driving force by a motor that uses electric power of a storage battery and a driving force by an engine that uses fuel stored in a fuel tank. Control charging. This charge control program adjusts the charge amount at the time of completion of the storage battery at the time of completion of charging by the external power source based on the deterioration information indicating the degree of deterioration of the fuel stored in the fuel tank stored in the storage unit in the computer. Execute the process.

The charge control program can be stored in a non-transitory storage medium and read and executed by a computer.

According to the present disclosure, when the storage battery mounted on the hybrid vehicle is charged from the external power source, the amount of charge of the storage battery can be appropriately controlled, and the regenerative power during traveling can be efficiently collected by the storage battery.

The figure which shows an example of a structure of the vehicle which concerns on Embodiment 1. FIG. The figure which shows an example of a structure of vehicle ECU which concerns on Embodiment 1. FIG. The figure which shows an example of the operation | movement flow at the time of charge of vehicle ECU which concerns on Embodiment 1 The figure which shows an example of the operation | movement flow at the time of charge of vehicle ECU which concerns on Embodiment 2. FIG. The figure which shows an example of the operation | movement flow at the time of charge of vehicle ECU which concerns on Embodiment 3. The figure which shows an example of the operation | movement flow at the time of charge of vehicle ECU which concerns on Embodiment 4.

Prior to the description of the embodiment of the present disclosure, the problems in the prior art will be briefly described. In a plug-in hybrid vehicle (hereinafter referred to as a “PHEV vehicle”), which is a type of hybrid vehicle, the mounted storage battery is charged to a fully charged state at home or a charging spot, and traveling centering on EV traveling is performed. .

Therefore, in a PHEV vehicle, when control is performed to increase the ratio of engine travel according to fuel deterioration as in the prior art of Patent Document 1, in a storage battery mounted on a PHEV vehicle, power consumption due to EV travel is reduced. Decrease. As a result, the fully charged state continues.

In such a state, the storage battery cannot recover the regenerative power generated by the drive motor during traveling, and is overcharged. On the other hand, in order to avoid an overcharged state, control for discarding the regenerative power is required, and the regenerative power is discharged as thermal energy. Therefore, the heat generation at this time adversely affects the drive motor and the like. In addition, in general, when the storage battery is in a state of being nearly fully charged (for example, a charging rate of 90% or more), the recovery efficiency of regenerative power decreases. Therefore, it is desirable that the storage battery has a certain amount of remaining charge capacity.

(Embodiment 1)
Hereinafter, an example of the configuration of the hybrid vehicle according to the present embodiment will be described with reference to FIGS. 1 and 2. In the present embodiment, a vehicle ECU (Electronic Control Unit) mounted on the hybrid vehicle adjusts the charge amount of the storage battery after charging is completed by an external power source (in other words, when charging by the external power source is completed). . That is, the vehicle ECU corresponds to the charge control device according to the present disclosure. However, the charging control device may be provided on the external power supply side without being mounted on the vehicle.

FIG. 1 is a diagram illustrating an example of a configuration of a hybrid vehicle (hereinafter, vehicle) A according to the present embodiment. FIG. 2 is a diagram showing an example of the configuration of the vehicle ECU 10 according to the present embodiment. In FIG. 1, the dotted line represents the path of the control signal.

The vehicle A includes a drive motor (hereinafter referred to as motor) 1, an engine 2, a fuel tank (hereinafter referred to as tank) 3, a fuel deterioration detection sensor (hereinafter referred to as sensor) 4, an inverter device 5, a storage battery 6, a charger 7, a battery ECU 8, The charging control unit 9 and the vehicle ECU 10 are included.

The vehicle A travels by the driving force by the motor 1 using the electric power of the storage battery 6 and the driving force by the engine 2 using the fuel stored in the tank 3.

In addition, the vehicle A can charge the storage battery 6 with power supplied from the external power source B via the charger 7. The external power source B is a commercial power source of 60 Hz or 50 Hz supplied to a building or a charging spot, for example. However, as long as the external power source B is a power source external to the vehicle A, an arbitrary power source such as a storage battery of a vehicle different from the vehicle A may be used.

The motor 1 is a motor generator configured to include, for example, a permanent magnet type synchronous motor.

The motor 1 is supplied with electric power from the storage battery 6 and generates a driving force for driving the vehicle A during traveling. During traveling, the DC power from the storage battery 6 is converted into three-phase AC power by the inverter device 5 and supplied to the motor 1. And the motor 1 produces | generates the driving force which rotates a rotor with the said three-phase alternating current power, and rotates an axle shaft. Note that the motor 1 causes the vehicle A to travel at a desired traveling speed by the vehicle ECU 10 controlling the inverter device 5.

The motor 1 functions as a generator that converts the kinetic energy of the axle into electric energy during braking. Then, the motor 1 sends the generated regenerative power to the storage battery 6 and charges the regenerative power in the storage battery 6. The motor 1 converts the regenerative power into direct-current power and sends it to the storage battery 6 by controlling the inverter device 5 by the vehicle ECU 10.

The engine 2 receives the supply of fuel stored in the tank 3 and generates a driving force for driving the vehicle A. The engine 2 is, for example, a gasoline engine or a diesel engine. The engine 2 generates a driving force for rotating the crankshaft by rotating the fuel supplied from the tank 3 to rotate the axle.

The vehicle A according to the present embodiment is driven by a parallel system in which the motor 1 and the engine 2 are rotated separately, but is driven by a series system in which the engine 2 and the motor 1 are directly connected. Also good.

Tank 3 stores fuel to be supplied to engine 2. Note that, as described above, the fuel corresponds to the type of the engine 2, and gasoline or the like is used.

Sensor 4 detects the degree of deterioration of the fuel stored in tank 3. The sensor 4 detects, for example, a component of fuel sent from the tank 3 to the engine 2. Then, the sensor 4 transmits the detection signal to the vehicle ECU 10. Note that the degree of fuel deterioration can also be identified by the period of time stored in the tank 3 and the like, and the vehicle ECU 10 (fuel deterioration determination unit 10a) determines the degree of fuel deterioration based on the data indicating the period. If the sensor 4 is determined, the sensor 4 may not be provided.

The inverter device 5 converts the DC power supplied from the storage battery 6 into three-phase AC power and supplies it to the motor 1. Further, the inverter device 5 converts the regenerative power generated by the motor 1 into DC power and sends it to the storage battery 6. A control signal (for example, a PWM (Pulse Width Modulation) signal) is input from the vehicle ECU 10 to the inverter device 5, whereby the operation of the inverter device 5 is controlled.

The storage battery 6 is, for example, a lithium ion secondary battery, an electric double layer capacitor, or the like, and is an energy source that supplies electric power to the motor 1. The storage battery 6 is charged with electric power supplied from the external power source B and also charged with regenerative electric power supplied from the motor 1. In addition, when the storage battery 6 is charged by the external power source B, it is charged by being converted from AC power to DC power via the charger 7 and charged by regenerative power supplied from the motor 1. Are charged by being converted from AC power to DC power via the inverter device 5.

As described above, in general, when the storage battery 6 is nearly fully charged (for example, a charging rate of 90% or more), the recovery efficiency of the regenerative power from the motor 1 decreases, and most of the regenerative power is converted into thermal energy. Will be discharged as. Such a state may cause an adverse effect by causing the motor 1 to generate heat in addition to overcharging the storage battery 6 or deteriorating fuel consumption. Therefore, in consideration of efficiently recovering the regenerative power of the motor 1 when a regenerative power amount larger than the discharge amount is expected, the storage battery 6 has a certain remaining charge capacity (for example, a charging rate of 80% or less). It is desirable to have

The charger 7 is a device for charging the storage battery 6 from the external power source B. The charger 7 includes, for example, a connection plug, a rectifier circuit, and a DCDC converter device. The charger 7 is connected to a connection plug with a power supply cable of the external power source B, and receives power through the connection plug. Further, the charger 7 converts AC power supplied from the external power source B into DC power by the rectifier circuit, boosts the voltage by the DCDC converter device, supplies the power to the storage battery 6, and charges the storage battery 6.

The battery ECU 8 detects a current charging rate (state of charge: SOC) of the storage battery 6. The battery ECU 8 charges the storage battery 6 by constantly detecting the voltage of each cell of the storage battery 6, the temperature of the storage battery 6, the power supplied from the external power source B to the storage battery 6, the power supplied from the storage battery 6 to the motor 1, and the like. The rate is constantly monitored. The battery ECU 8 detects these states based on detection values of a known voltage detection circuit, current sensor, temperature sensor, and the like. Then, the battery ECU 8 transmits a signal related to the detected current charging rate of the storage battery 6 to the vehicle ECU 10.

The charging control unit 9 is a controller that controls the charger 7. The charging control unit 9 outputs a switching signal to the DCDC converter device of the charger 7 or cuts off the electric path between the charger 7 and the storage battery 6. The charging control unit 9 controls the start and end of charging from the external power source B to the storage battery 6 by the control signal from the vehicle ECU 10, and thereby the amount of power (charge amount) supplied from the external power source B to the storage battery 6 is controlled. It is controlled.

The vehicle ECU 10 is an electronic control unit that performs data communication with the sensor 4, the inverter device 5, the battery ECU 8, the charge control unit 9, and the like, and performs overall control thereof. The vehicle ECU 10 has other driving states (for example, a state of a gear of a reduction gear, a depression amount of an accelerator pedal, a lever position of a shift lever, a traveling speed of a vehicle, a steering angle of a steering wheel, a depression amount of a brake pedal, etc.) Detection signals from various sensors for detecting the signal are also input.

The vehicle ECU 10 includes, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, an output port, and the like.

The vehicle ECU 10 includes a fuel deterioration determination unit (hereinafter referred to as determination unit) 10a, a charge amount adjustment unit (hereinafter referred to as adjustment unit) 10b, a travel control unit (hereinafter referred to as control unit) 10c, and a fuel deterioration information storage unit (hereinafter referred to as storage unit). ) 10d function. These functions are realized, for example, by the CPU executing a computer program.

The determination unit 10a acquires information (for example, a detection signal of the sensor 4) indicating the degree of deterioration of the fuel stored in the tank 3 from the storage unit 10d, and determines the degree of deterioration of the fuel. For example, the determination unit 10a determines whether or not the degree of deterioration of the fuel stored in the tank 3 at that time exceeds a predetermined level. However, the determination unit 10 a may determine the degree of deterioration of the fuel based on the period during which the fuel is stored in the tank 3.

The determination unit 10a determines the degree of deterioration of the fuel stored in the tank 3 at that time, for example, based on the deterioration characteristics of the fuel, the deterioration of the fuel progresses to a state where the engine 2 cannot be used. Predict when to do. In other words, when the deterioration of the fuel progresses, it is predicted that the engine running ratio will increase due to the control of the control unit 10c described later and the driver's operation switching, so the determination unit 10a increases the engine running ratio. Judge whether to do. The “state where fuel deterioration has progressed” means a state where fuel deterioration has progressed to a state where the engine 2 cannot be used.

The adjustment unit 10b adjusts the amount of charge of the storage battery 6 after the charging by the external power source B is completed based on the degree of deterioration of the fuel stored in the tank 3. More specifically, when the degree of deterioration of the fuel stored in the tank 3 exceeds a predetermined level, the adjustment unit 10b determines that the charge amount of the storage battery 6 after charging by the external power source B is normal (fuel So that the degree of deterioration is less than a predetermined level). As a result, the adjustment unit 10b adjusts the remaining charge capacity of the storage battery 6 so that the regenerative power can be efficiently recovered even when the engine running ratio increases and the regenerative power to be recovered increases. In addition, as an aspect of “adjusting the amount of charge of the storage battery 6 after the charging is completed by the external power supply B”, the amount of power supplied from the external power supply B to the storage battery 6 is set to zero, and the storage battery 6 is charged from the external power supply B. The aspect which prohibits is also included.

The control unit 10c controls the motor 1 (inverter device 5) and the engine 2 based on the accelerator opening and the like, thereby controlling the running state of the vehicle A. When the control unit 10c controls the motor 1, for example, the control unit 10c controls the rotation speed of the motor 1 by controlling a control signal (PWM signal) output to a switching element that constitutes the inverter device 5. The running speed is controlled. Further, when controlling the engine 2, the control unit 10 c controls, for example, the fuel injection amount and the injection timing into the combustion chamber of the engine 2.

At this time, the control unit 10c performs switching control between engine running and EV running according to the running state. For example, at the time of starting, the control unit 10c controls the motor 1 (inverter device 5) to perform EV travel, and switches to control of the engine 2 as the travel speed increases, thereby performing engine travel.

In addition, the control unit 10c determines that the fuel deterioration proceeds within a predetermined period based on the degree of fuel deterioration so that the fuel is consumed before the fuel stored in the tank 3 deteriorates. When predicted, the engine travel and EV travel are controlled to be switched so that the ratio of engine travel is increased. For example, the control unit 10c increases the engine travel ratio by lowering the reference value of the travel speed, which is a determination criterion when switching from EV travel to engine travel after starting. However, in a case where the driver can switch the driving from EV traveling to engine traveling, the vehicle ECU 10 notifies the driver of the period until the deterioration of the fuel stored in the tank 3 progresses, so that the fuel It is good also as what promotes so that it may be consumed.

The storage unit 10d stores information indicating the degree of deterioration of the fuel stored in the tank 3. For example, the storage unit 10d acquires a detection signal from the sensor 4 and stores information indicating the degree of deterioration of the fuel in a storage unit such as a RAM. The storage unit 10d may store a period during which the fuel is stored in the tank 3 instead of the detection signal of the sensor 4 as information indicating the degree of deterioration of the fuel.

<Operation flow during charging>
FIG. 3 is a diagram illustrating an example of an operation flow during charging of the vehicle ECU 10 (charging control device) of the vehicle A according to the present embodiment.

This operation flow is executed, for example, when the external power source B is connected to the charger 7 of the vehicle A. This operation flow is executed by the vehicle ECU 10 according to a computer program, for example.

The vehicle ECU 10 first acquires a detection signal indicating the degree of fuel deterioration from the sensor 4 and stores it in the storage unit 10d (step S1).

Next, the vehicle ECU 10 acquires the amount of charge of the storage battery 6 from the battery ECU 8 and stores it in the storage unit (step S2). As described above, here, the battery ECU 8 calculates the charging rate of the storage battery 6 based on the voltage of each cell of the storage battery 6, the temperature of the storage battery 6, and the current flowing out of or flowing into the storage battery 6. ing.

Next, the vehicle ECU 10 (determination unit 10a) determines whether the degree of deterioration of the fuel exceeds a predetermined level based on, for example, the detection signal (for example, the degree of fuel oxidation) of the sensor 4 stored in the storage unit 10d. It is determined whether or not (step S3).

When it is determined that the degree of deterioration of the fuel exceeds a predetermined level (step S3: YES), the vehicle ECU 10 (adjustment unit 10b) sets the target charge amount after the completion of charging of the storage battery 6 to the normal (fuel) Set to a value (for example, charging rate of 80%) lower than the target charging amount (for example, charging rate of 100%) after completion of charging of the storage battery 6 when the degree of deterioration of the battery does not exceed a predetermined level, A control signal is output to the charging controller 9 to start charging the storage battery 6 from the external power source B (step S4).

Here, when the degree of deterioration of the fuel exceeds a predetermined level, it is predicted that the deterioration of the fuel will proceed within a predetermined period. That is, the vehicle ECU 10 (adjustment unit 10b) charges the storage battery 6 so as to have the remaining charge capacity by predicting that the ratio of engine running increases and the amount of regenerative power to be recovered increases. At this time, the adjustment unit 10b may adjust the target charge amount after completion of the charge to be further reduced as the amount of fuel stored in the tank 3 is increased.

On the other hand, when it is determined that the degree of deterioration of the fuel is equal to or lower than a predetermined level (step S3: NO), the vehicle ECU 10 (adjustment unit 10b) sets the target charge amount after completion of charging of the storage battery 6 to a normal value (for example, charge rate). 100%), a control signal is output to the charging control unit 9, and charging from the external power source B to the storage battery 6 is started (step S5).

In this way, charging from the external power source B to the storage battery 6 is performed, and when the vehicle ECU 10 (adjustment unit 10b) detects that the charge amount of the storage battery 6 has reached the set target value, the charging control unit 9 A control signal is output to the end of charging of the storage battery 6 from the external power source B.

When the degree of fuel deterioration exceeds a predetermined level, the control unit 10c of the vehicle ECU 10 is also controlled to increase the ratio of engine travel during subsequent travel.

As described above, according to the vehicle ECU 10 according to the present embodiment, when the storage battery 6 is charged by the external power source B, the engine travel of the vehicle A is determined based on the degree of deterioration of the fuel stored in the tank 3 mounted on the vehicle A. It is possible to predict the increase in the ratio and allow the storage battery 6 to have a charging capacity so as to correspond to this. Thereby, the storage battery 6 of the vehicle A can efficiently recover the regenerative electric power during traveling without being overcharged.

(Embodiment 2)
Next, the configuration of vehicle ECU 10 (charging control device) according to Embodiment 2 will be described with reference to FIG. The vehicle ECU 10 (adjustment unit 10b) according to the present embodiment differs from the first embodiment in that the vehicle ECU 10 (adjustment unit 10b) adjusts so that the amount of charge of the storage battery 6 after completion of charging decreases as the level of fuel deterioration increases. To do. Note that the description of the configuration common to the first embodiment is omitted (hereinafter, the same applies to other embodiments).

FIG. 4 is a diagram illustrating an example of an operation flow during charging of the vehicle ECU 10 according to the second embodiment. 4 is executed, for example, when the external power source B is connected to the charger 7 of the vehicle A, similarly to the operation flow of FIG.

In the operation flow shown in FIG. 4, processes other than step S14 and step S15 are the same as the processes in FIG. In the operation flow of FIG. 4, the vehicle ECU 10 predicts that as the level of the degree of deterioration of the fuel increases, the ratio of engine travel increases and the amount of regenerative power to be recovered increases, and the following step S <b> 14 is performed. Step S15 is performed.

The vehicle ECU 10 first acquires a detection signal from the sensor 4 (step S11), acquires the charge amount of the storage battery 6 (step S12), and the degree of fuel deterioration exceeds a predetermined level, as in the first embodiment. (Step S13).

Next, when the vehicle ECU 10 (determination unit 10a) determines that the degree of deterioration of the fuel exceeds a predetermined level (step S13: YES), the degree of deterioration of the fuel further exceeds a predetermined limit level. (Step S14). When the degree of fuel deterioration exceeds a predetermined limit level (step S14: YES), the vehicle ECU 10 (adjustment unit 10b) prohibits external charging (step S15). Here, the state in which the degree of deterioration of the fuel exceeds a predetermined limit level represents a state in which the deterioration of the fuel has progressed to the point where the engine 2 cannot be used.

On the other hand, when the degree of deterioration of the fuel is equal to or lower than a predetermined limit level (step S14: NO), the vehicle ECU 10 (adjustment unit 10b) sets the target charge amount after completion of charging of the storage battery 6 to a value lower than the normal value (for example, , The charging rate is set to 80%), and a control signal is output to the charging control unit 9 to start charging the storage battery 6 from the external power source B (step S16).

On the other hand, when it is determined in step S13 that the degree of deterioration of the fuel is not more than a predetermined level (step S13: NO), the vehicle ECU 10 (adjustment unit 10b), after the completion of charging of the storage battery 6, as in the first embodiment. Is set to a normal value (for example, a charging rate of 100%), a control signal is output to the charging control unit 9, and charging from the external power source B to the storage battery 6 is started (step S17).

Note that the control unit 10c of the vehicle ECU 10 also determines that the degree of deterioration of the fuel exceeds the predetermined level when the degree of deterioration of the fuel exceeds a predetermined limit level in order to reduce the amount of fuel that deteriorates. It is assumed that the engine running ratio is further controlled to be larger than the case where the engine is running.

As described above, according to the vehicle ECU 10 according to the present embodiment, the charging of the storage battery 6 after completion of charging when the storage battery 6 is charged by the external power source B based on the level of deterioration degree of the fuel stored in the tank 3. The amount can be adjusted. In other words, as the level of deterioration of the fuel stored in the tank 3 increases, the ratio of engine traveling increases, and the amount of regenerative power during traveling that should be recovered increases. The vehicle ECU 10 can cause the storage battery 6 to have a charging capacity corresponding to the amount of power to be collected. Thereby, the storage battery 6 of the vehicle A can efficiently recover the regenerative electric power during traveling without being overcharged.

(Embodiment 3)
Next, the configuration of vehicle ECU 10 (charging control device) according to Embodiment 3 will be described with reference to FIG. The vehicle ECU 10 (adjustment unit 10b) according to the present embodiment differs from the first embodiment in that the amount of charge of the storage battery 6 after completion of charging is adjusted based on the travel history of the vehicle A.

FIG. 5 is a diagram illustrating an example of an operation flow during charging of the vehicle ECU 10 according to the third embodiment. The operation flow of FIG. 5 is executed when the external power source B is connected to the charger 7 of the vehicle A, for example, similarly to the operation flow of FIG. In the operation flow shown in FIG. 5, processes other than step S23, step S25, and step S26 are the same as the processes in FIG.

In the operation flow of FIG. 5, the vehicle ECU 10 estimates the amount of fuel consumed by the driver of the vehicle A over a certain period based on the travel history of the vehicle A. Then, the vehicle ECU 10 estimates the amount of fuel stored in the tank 3 that is expected to remain after the lapse of time from the amount of fuel consumed during the certain period, and the amount that is predicted to remain is large. As the engine travel ratio increases and the amount of regenerative power to be recovered is predicted to increase, the following steps S23, S25, and S26 are performed.

The vehicle ECU 10 first acquires a detection signal from the sensor 4 (step S21) and acquires the charge amount of the storage battery 6 (step S22), as in the first embodiment.

Next, the vehicle ECU 10 (determination unit 10a) calculates an average fuel consumption amount per one travel based on the past travel history of the vehicle A (step S23). Note that the average fuel consumption per one run is, for example, the average value of the fuel consumption from when the ignition switch of the vehicle A is turned on to when it is turned off. In addition, the average fuel consumption per run may be an average value of the daily fuel consumption calculated on a daily basis for each run.

Next, the vehicle ECU 10 (determination unit 10a) determines whether or not the degree of deterioration of the fuel exceeds a predetermined level (step S24), and when the degree of deterioration of the fuel exceeds a predetermined level (step S24: YES). Further, it is determined whether or not the average fuel consumption calculated in step S23 is a predetermined value or less (step S25). When the average fuel consumption is equal to or less than the predetermined value (step S25: YES), the vehicle ECU 10 (adjustment unit 10b) prohibits external charging (step S26).

On the other hand, when the average fuel consumption exceeds a predetermined value (step S25: NO), the vehicle ECU 10 (adjustment unit 10b) sets the target charge amount after completion of charging of the storage battery 6 to a value (for example, charge) lower than the normal value. The rate is set to 80%), and a control signal is output to the charging control unit 9 to start charging the storage battery 6 from the external power source B (step S27).

On the other hand, when the degree of deterioration of the fuel is equal to or lower than the predetermined level in step S24 (step S24: NO), the vehicle ECU 10 (adjustment unit 10b) charges the target after completion of charging of the storage battery 6 as in the first embodiment. The amount is set to a normal value (for example, a charging rate of 100%), a control signal is output to the charging control unit 9, and charging from the external power source B to the storage battery 6 is started (step S28).

Note that the control unit 10c of the vehicle ECU 10 also increases the ratio of engine travel when the average fuel consumption per travel is less than or equal to a predetermined value in order to reduce the amount of fuel that progresses deterioration. It shall be controlled as follows.

As mentioned above, according to vehicle ECU10 (adjustment part 10b) which concerns on this Embodiment, when charging the storage battery 6 by the external power supply B based on the past driving | running | working history of the vehicle A, the charge of the storage battery 6 after completion of charge The amount can be adjusted. That is, it is predicted that the greater the amount of fuel stored in the tank 3 that is expected to remain after the lapse of the predetermined period, the higher the ratio of engine traveling and the amount of regenerative power during traveling that should be recovered. In other words, the vehicle ECU 10 according to the present embodiment can cause the storage battery 6 to have a charging capacity corresponding to the amount of power to be collected. Thereby, the storage battery 6 of the vehicle A can efficiently recover the regenerative electric power during traveling without being overcharged.

(Embodiment 4)
Next, the configuration of vehicle ECU 10 (charge control device) according to Embodiment 4 will be described with reference to FIG. The vehicle ECU 10 (adjustment unit 10b) according to the present embodiment adjusts the charge amount of the storage battery 6 after the completion of charging based on the fuel consumption (fuel consumption) for the next travel of the vehicle A. Different from Form 1. The fuel consumption (fuel consumption) for the next travel of the vehicle A is, for example, the fuel consumption from when the ignition switch of the vehicle A is turned on to when it is turned off after completion of charging. The fuel consumption (fuel consumption) for the next travel can be estimated by referring to the distance of the route to the destination (next destination) when traveling after completion of charging, for example.

FIG. 6 is a diagram illustrating an example of an operation flow during charging of the vehicle ECU 10 according to the fourth embodiment. The operation flow of FIG. 6 is executed when the external power source B is connected to the charger 7 of the vehicle A, for example, similarly to the operation flow of FIG. In the operation flow shown in FIG. 6, processes other than Step S33, Step S34, Step S36, and Step S37 are the same as the processes in FIG.

In the operation flow of FIG. 6, the vehicle ECU 10 estimates the fuel consumption (fuel consumption) for the next travel based on the destination of the next travel of the vehicle A. And vehicle ECU10 makes the charge amount of the storage battery 6 after charge completion small when the fuel consumption (fuel consumption) concerning the said next driving | running | working is small. When the vehicle A switches between engine running and EV running according to the charge amount of the storage battery 6 (engine drive is performed if the charge amount of the storage battery 6 is small), the ratio of engine running is actively increased and Regenerative power can be collected efficiently.

The vehicle ECU 10 first acquires a detection signal from the sensor 4 (step S31) and acquires the charge amount of the storage battery 6 (step S32), as in the first embodiment.

Next, the vehicle ECU 10 (determination unit 10a) determines whether the destination for the next travel of the vehicle A is input (step S33). For example, the determination is made based on whether or not the user of the vehicle A has set a destination in the navigation device (not shown) of the vehicle A before the start of charging. Alternatively, a destination corresponding to a day of the week or a date may be set in advance.

If the destination for the next run has been input (step S33: YES), the fuel consumption (fuel consumption) up to the destination is calculated (step S34). The fuel consumption (fuel consumption) up to the destination is calculated from, for example, a route to the destination, the distance of the route, the expected speed when traveling on the route, the past travel history, and the like.

Next, the vehicle ECU 10 (determination unit 10a) determines whether or not the degree of fuel deterioration exceeds a predetermined level (step S35), and if the degree of fuel deterioration exceeds a predetermined level (step S35: YES). Further, it is determined whether the fuel consumption (fuel consumption) up to the destination calculated in step S34 is equal to or less than a predetermined value (step S36). When the fuel consumption (fuel consumption) up to the destination is less than or equal to the predetermined value (step S36: YES), the vehicle ECU 10 (adjustment unit 10b) prohibits external charging (step S37).

On the other hand, when the fuel consumption (fuel consumption) up to the destination calculated in step S34 exceeds a predetermined value (step S36: NO), the vehicle ECU 10 (adjustment unit 10b) sets the target after completion of charging of the storage battery 6. The charge amount is set to a value lower than the normal value (for example, a charging rate of 80%), a control signal is output to the charge control unit 9, and charging from the external power source B to the storage battery 6 is started (step S38). .

On the other hand, if the destination in the next run is not input in step S33 (step S33: NO), or if the degree of fuel deterioration is less than a predetermined level in step S35 (step S35: NO), the vehicle ECU 10 (adjustment) Similarly to the first embodiment, the unit 10b) sets the target charge amount after the completion of charging of the storage battery 6 to a normal value (for example, a charging rate of 100%), and outputs a control signal to the charge control unit 9. Then, charging of the storage battery 6 from the external power source B is started (step S39).

Note that the control unit 10c of the vehicle ECU 10 also increases the ratio of engine travel when the fuel consumption (fuel consumption) for the next travel is equal to or less than a predetermined value in order to reduce the amount of fuel that deteriorates. It shall be controlled so that

As mentioned above, according to vehicle ECU10 (adjustment part 10b) which concerns on this Embodiment, based on the fuel consumption (fuel consumption) concerning the next driving | running | working of the vehicle A, the charge in charging the storage battery 6 with the external power supply B is carried out. The amount of charge of the storage battery 6 after completion can be adjusted. In other words, when the vehicle A switches between engine travel and EV travel according to the charge amount of the storage battery 6 (engine travel is performed if the charge amount of the storage battery 6 is small), the engine travel ratio is positively increased and travel is performed. The regenerative power at the time can be efficiently recovered.

(Other embodiments)
The present disclosure is not limited to the above-described embodiment, and various modifications can be considered.

In the above-described embodiment, as an example of the configuration of the charging control device including the determination unit 10a and the adjustment unit 10b, a mode applied to the vehicle ECU 10 that controls the engine 2 and the like is shown. However, the charging control device may be an arbitrary device, and may be, for example, a charging device (not shown) that controls the charging control unit 9 or the external power source B installed outside the vehicle A. In other words, the configuration of the determination unit 10a and the adjustment unit 10b may be provided in the external power source B installed outside the charging control unit 9 or the vehicle A.

In the above-described embodiment, as an example of the configuration of the vehicle ECU 10, the functions of the determination unit 10a, the adjustment unit 10b, and the control unit 10c are described as being realized by one computer, but are realized by a plurality of computers. May be.

Although specific examples of the present disclosure have been described in detail above, these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above.

As described above, the vehicle ECU 10 that is a charging control device is applied to the vehicle A and controls charging from the external power source B to the storage battery 6. The vehicle A travels by the driving force by the motor using the electric power of the storage battery 6 and the driving force by the engine 2 using the fuel stored in the tank 3. The vehicle ECU 10 includes a storage unit 10d and an adjustment unit 10b. The storage unit 10 d stores information indicating the degree of deterioration of the fuel stored in the tank 3. The adjustment unit 10b adjusts the amount of charge of the storage battery 6 at the time of completion of charging by the external power source B based on the deterioration information indicating the degree of deterioration of the fuel stored in the storage unit 10d.

According to the vehicle ECU 10, an increase in the engine running ratio is predicted on the basis of the degree of deterioration of the fuel stored in the tank 3 mounted on the vehicle A, and the remaining battery 6 is charged in the storage battery 6 of the vehicle A to correspond to this. You can have it. Thereby, the storage battery 6 of the vehicle A can efficiently recover the regenerative electric power during traveling without being overcharged.

In addition, when the degree of deterioration indicated by the deterioration information exceeds a predetermined level, the adjustment unit 10b compares the storage battery 6 after the charging by the external power source B is completed as compared with the case where the degree of deterioration is equal to or lower than the predetermined level. It may be adjusted so that the amount of charge of the battery becomes smaller. That is, the adjustment unit 10b adjusts the completion charge amount to the first charge amount when the deterioration degree indicated by the deterioration information is equal to or lower than the first level, and when the deterioration degree exceeds the first level, The charge amount is adjusted to a second charge amount that is less than the first charge amount.

Further, the adjustment unit 10b may adjust the amount of charge at completion to be smaller as the deterioration degree indicated by the deterioration information is larger. In this case, the amount of regenerative power to be collected during traveling can be predicted with higher accuracy, and the storage battery 6 can have a charging capacity corresponding to the amount of power.

Further, the adjustment unit 10b may further adjust the charge amount at completion based on the travel history of the vehicle A. According to this configuration, the amount of regenerative power to be collected during traveling can be predicted with higher accuracy, and the storage battery 6 can have a charging capacity corresponding to the amount of power.

Further, the adjustment unit 10b may adjust the charge amount at the time of completion as the amount of fuel stored in the tank 3 that is expected to remain after a predetermined period of time increases. According to this configuration, the amount of regenerative power to be collected during traveling can be predicted with higher accuracy, and the storage battery 6 can have a charging capacity corresponding to the amount of power.

Further, the charging control program is applied to the vehicle A that travels by the driving force by the motor that uses the electric power of the storage battery 6 and the driving force by the engine 2 that uses the fuel stored in the tank 3. This charging control program controls charging from the external power source B to the storage battery 6. This charge control program causes the computer to execute the following processing. That is, the charge amount of the storage battery 6 after the charging is completed by the external power source B is adjusted based on the information indicating the degree of deterioration of the fuel stored in the tank 3 stored in the storage unit 10d. Furthermore, such a charge control program can be stored in a non-transitory storage medium, read by a computer, and executed. Examples of such a storage medium include a CD (compact disc), a DVD (Digital Versatile Disc), a USB (Universal Serial Bus) memory, and various memory cards.

The charge control device and the charge control program according to the present disclosure can be suitably used to appropriately control the charge amount of the storage battery when charging the storage battery mounted on the hybrid vehicle from an external power source.

1 Drive motor (motor)
2 Engine 3 Fuel tank (tank)
4 Fuel deterioration detection sensor (sensor)
5 Inverter device 6 Storage battery 7 Charger 8 Battery ECU
9 Charging control unit 10 Vehicle ECU
10a Fuel deterioration determination unit (determination unit)
10b Charge amount adjustment unit (adjustment unit)
10c Travel control unit (control unit)
10d Fuel deterioration information storage unit (storage unit)

Claims

A charge control device that is applied to a hybrid vehicle that travels by a driving force by a motor that uses electric power of a storage battery and a driving force by an engine that uses fuel stored in a fuel tank, and that controls charging of the storage battery from an external power source Because
A storage unit for storing deterioration information indicating a degree of deterioration of the fuel stored in the fuel tank;
A charge amount adjusting unit that adjusts a charge amount at the completion of the storage battery at the time of completion of charging by the external power source based on the deterioration information stored in the storage unit,
Charge control device.
The charge amount adjustment unit
When the degree of deterioration indicated by the deterioration information is equal to or lower than the first level, the charge amount at completion is adjusted to the first charge amount,
When the deterioration degree exceeds the first level, the charge amount at completion is adjusted to a second charge amount smaller than the first charge amount;
The charge control device according to claim 1.
The charge amount adjustment unit adjusts the charge amount at the time of completion as the deterioration degree indicated by the deterioration information is larger.
The charge control device according to claim 1.
The charge amount adjustment unit further adjusts the charge amount at completion based on a travel history of the hybrid vehicle;
The charge control device according to claim 1.
The charge amount adjustment unit
Of the fuel stored in the fuel tank, the more the amount that is expected to remain after the lapse of a predetermined period, the smaller the amount of charge at the time of completion,
The charge control device according to claim 1.
A charge control program for controlling charging of the storage battery from an external power source, which is applied to a hybrid vehicle that is driven by a driving force by a motor that uses the power of the storage battery and a driving force by an engine that uses the fuel stored in the fuel tank Is a non-transient storage medium that stores
The charge control program stores a charge amount when the storage battery is completed when charging by the external power supply is completed based on deterioration information indicating a degree of deterioration of the fuel stored in the fuel tank stored in a storage unit in a computer. Execute the process of adjusting
Storage medium.
A charge control program for controlling charging of the storage battery from an external power source, which is applied to a hybrid vehicle that is driven by a driving force by a motor that uses the power of the storage battery and a driving force by an engine that uses the fuel stored in the fuel tank Because
On the computer,
Based on deterioration information indicating the degree of deterioration of the fuel stored in the fuel tank stored in the storage unit, a process of adjusting the charge amount at the completion of the storage battery at the time of completion of charging by the external power source is executed.
Charge control program.