JP7060486B2 - Charge control device - Google Patents

Description

The present invention relates to a charge control device that controls charging of a battery of an electric vehicle such as an electric vehicle or a plug-in hybrid vehicle.

Lithium-ion batteries, which are generally used as batteries for electric vehicles, have a characteristic that deterioration is more likely to proceed as the temperature of the battery is higher and the charge rate (SOC) is higher. This type of deterioration progresses primarily during a stop when the vehicle is not running. A charge control device that suppresses deterioration of a battery in consideration of such characteristics is disclosed in, for example, Patent Document 1.

This charge control device estimates the charge completion time when the battery is fully charged when charging using an external power source, and estimates the outside air temperature at the estimated charge completion time around the current position of the vehicle. .. Then, when the estimated outside temperature is equal to or higher than the predetermined temperature, charging is terminated before the battery is fully charged, and when the estimated outside temperature is less than the predetermined temperature, charging is continued until the battery is fully charged.

Japanese Unexamined Patent Publication No. 2015-89246

As described above, in the conventional charge control device, the charge completion time when external charging is performed and the outside air temperature at that time are estimated, and whether or not the battery is charged to a fully charged state based on the estimated outside air temperature. To decide. However, the user does not always use the vehicle immediately after the completion of the external charge, and the vehicle is often left unattended between the completion of the external charge and the start of use of the vehicle. Therefore, in the conventional charge control device, when the outside air temperature rises from the estimated outside air temperature at the time of charging completion during the leaving period of such a vehicle, the battery charged to the fully charged state is affected by the high outside air temperature. As a result, deterioration of the battery cannot be suppressed.

The present invention has been made to solve such a problem, and appropriately suppresses deterioration of the battery due to high outside air temperature and high charge rate during the leaving time of the electric vehicle, and extends the battery life. It is an object of the present invention to provide a charge control device which can be used.

In order to achieve this object, the invention according to claim 1 is an external charge for charging a battery 3 of an electric vehicle (an electric vehicle EV in the embodiment (hereinafter, the same in this section)) by an external power source (charging stand CS). It is a charge control device that controls the operation, and the leaving time of the electric vehicle (first leaving time TM_S1, second) from the start of the external charging to the departure of the electric vehicle toward the destination prior to the execution of the external charging. Acquisition of the expected outside temperature value T_hat, which is the expected value of the outside temperature in the estimated leaving time, and the leaving time estimation means (ECU 10, steps 4 and 5 in FIG. 2) for estimating the leaving time TM_S2). Based on the means (temperature information DB 25, ECU 10, steps 6 and 7) and the acquired outside temperature expected value T_hat, the charge rate SOC of the battery 3 can suppress the deterioration of the battery 3 during the leaving time. A charge control means (ECU 10, steps 10, 13) for controlling external charging so as not to exceed the value SOCLMT is provided , and the leaving time estimation means sets the leaving time as the leaving time of the electric vehicle from the start of external charging to the destination. The first neglected time TM_S1 until the vehicle departs toward the destination and the second neglected time TM_S2 from the arrival of the electric vehicle to the departure from the destination are estimated (steps 4 and 5), and the expected outside temperature is estimated. The acquisition means are the first maximum outside temperature TH_hat1, which is the highest temperature among the expected outside temperature values T_hat acquired for the first leaving time TM_S1, and the expected outside temperature value acquired for the second leaving time TM_S2. The second maximum outside temperature TH_hat2, which is the highest temperature of T_hat, is acquired (steps 6 and 7), and the higher of the acquired first and second maximum outside temperatures TH_hat1 and TH_hat2 is obtained. It is further provided with an upper limit value setting means (ECU 10, steps 8, 9, 11) for setting the upper limit value SOCLMT of the charge rate .

According to this charge control device, prior to the execution of external charging in which the battery is charged by an external power source, the leaving time of the electric vehicle from the start of the external charging to the departure of the electric vehicle toward the destination is estimated. In addition, the estimated outside air temperature value for the estimated leaving time is acquired. Then, based on the acquired outside air temperature forecast value, the external charge is controlled so that the charge rate of the battery does not exceed a predetermined upper limit value capable of suppressing the deterioration of the battery during the leaving time.

With the above control, even if the electric vehicle is left unattended after the completion of external charging and the outside temperature rises during the leaving time, the charging rate of the battery by external charging is set to a predetermined value based on the expected outside air temperature. By controlling the rate to the upper limit or less, the deterioration of the battery is suppressed. As a result, deterioration of the battery due to high outside air temperature and high charge rate during the leaving time of the electric vehicle can be appropriately suppressed, and the life of the battery can be extended.
In addition, as the leaving time of the electric vehicle, in addition to the first leaving time from the start of external charging to the departure from the destination, the second leaving time from the arrival at the destination to the departure from the destination. Is estimated. In addition, the first and second maximum outside air temperatures, which are the maximum temperatures among the expected outside air temperature values acquired during the first and second leaving times, respectively, are acquired. Then, since the upper limit of the charge rate is set according to the higher of the first and second maximum outside temperatures, the charge rate of the battery should be more appropriately limited by the upper limit of the charge rate at the time of external charging. It is possible to more appropriately suppress the deterioration of the battery due to the high outside air temperature and the high charge rate during the leaving time.

The invention according to claim 2 further comprises a history data storage means (usage history DB 24) for storing history data representing the usage history of the electric vehicle by the user in the charge control device according to claim 1, and the present date and time. It is characterized by further comprising a destination estimation means for estimating a destination according to the current position and historical data of the electric vehicle.

According to this configuration, the destination to which the electric vehicle heads after external charging is estimated according to the current date and time, the current position, and the historical data. This configuration is based on the following perspectives. That is, many users of electric vehicles drive the electric vehicle with regularity according to the day of the week and time, for example, for commuting on weekday mornings and evenings and for leisure during the daytime on holidays, and drive unplanned. There is little to do. Therefore, it is possible to estimate the destination intended by the user by storing the past usage history of the user as historical data and collating the current date and time and the current position with the historical data. Therefore, it is possible to appropriately estimate the leaving time of the electric vehicle according to the destination so estimated.

The invention according to claim 3 is the charge consumption rate calculation means for calculating the consumption charge rate ΔSOC consumed for the electric vehicle to travel to the destination after external charging in the charge control device according to claim 1 or 2 . (ECU 10, step 12) is further provided, and the charge control means sets the target charge rate SOCCMD, which is the target for external charging, when the second maximum outside temperature TH_hat2 is higher than the first maximum outside temperature TH_hat1. It is characterized in that it is set to the sum of the upper limit value SOCLMT and the calculated consumption charge rate ΔSOC (steps 8 and 12).

According to this configuration, the consumption charge rate consumed for the electric vehicle to travel to the destination is calculated. When the second maximum outside air temperature is higher than the first maximum outside air temperature, the target charge rate, which is the target for external charging, is the charge rate upper limit value and the consumption charge rate set according to the second maximum outside air temperature. It is set to the sum of and. As a result, the battery is charged up to the sum of the upper limit of the charge rate and the consumption charge rate by external charging, so that a high charge rate is ensured. After that, when the electric vehicle travels to the destination, the charge rate of the battery is consumed during that time, so that the charge rate of the battery is reduced to the upper limit of the charge rate. Therefore, even when the outside air temperature rises to the second maximum outside air temperature in the subsequent second leaving time, the deterioration of the battery 3 can be appropriately suppressed. As described above, it is possible to appropriately suppress the deterioration of the battery during the second leaving time while ensuring the charging rate by external charging as much as possible.

The invention according to claim 4 further includes the actual charge rate acquisition means (current voltmeter 21, ECU 10) for acquiring the actual charge rate SOCA, which is the actual charge rate of the battery, in the charge control device according to claim 3 . The charge control means is characterized in that when the acquired actual charge rate SOCA is equal to or higher than the target charge rate SOCCMD, the external charge is suspended (steps 14 and 16).

According to this configuration, when the actual charge rate of the battery is equal to or higher than the target charge rate, the external charge of the battery is suspended (not executed), so that unnecessary external charge and the deterioration of the battery due to it can be avoided. ..

It is a block diagram which shows the charge control device to which this invention is applied together with an electric vehicle as an electric vehicle, and a charging stand. It is a flowchart which shows the charge control process. It is an upper limit value map used in the charge control process of FIG. It is a figure which shows the operation example obtained by the charge control process. It is a figure which shows another operation example obtained by the charge control process.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. An electric vehicle to which the present invention is applied is an electric vehicle including a motor 2 as a power source, a driving battery 3 for supplying power to the motor 2, and a charger 4 for charging the battery 3, as shown in FIG. An electric vehicle EV or a plug-in hybrid vehicle that uses a motor and an engine as a power source and has an external charging function (not shown). The battery 3 is composed of a high-pressure lithium ion battery or the like.

As shown in the figure, in the case of an electric vehicle (hereinafter referred to as "vehicle") EV, charging of the battery 3 causes the vehicle EV to stop near the charging station CS (external power supply) at home or at a charging station, and the charger 4 This is performed with the vehicle-side connector 5 connected to the charging stand CS connected to the charging-side connector 6 of the charging stand CS, whereby power is stored in the battery 3 from the charging stand CS side via the charger 4. The operation of the charger 4 in this case is controlled by the ECU (electronic control unit) 10.

A detection signal representing the current, voltage, and temperature flowing through the battery 3 is input to the ECU 10 from the current-voltage thermometer 21. The ECU 10 calculates the actual charge rate (actual charge rate) SOCA of the battery 3 based on this detection signal, and controls the operation of the charger 4 so that the actual charge rate SOCA becomes the target charge rate SOCCMD.

A calendar 22 and a navigation device 23 are connected to the ECU 10. The calendar 22 measures the current date, day of the week, and time. Further, the ECU 10 acquires the current position information of the vehicle EV, the map information, the traffic jam information, and the like by the GPS function from the navigation device 23. Further, the calculation result by the ECU 10 is appropriately displayed on the screen of the navigation device 23. Further, a vehicle EV usage history DB (database) 24 is connected to the ECU 10. The usage history DB 24 learns and stores the history of the use of the vehicle EV by the driver.

Further, the temperature information DB (database) 25 is connected to the ECU 10 via a communication network 30 such as the Internet. The temperature information DB 25 stores position information and temperature information regarding a large number of observation points within a predetermined wide area. This temperature information includes the current temperature at each observation point and a large number of expected temperatures at predetermined time intervals expected from the present to the time after a predetermined time, and is updated from time to time.

The ECU 10 is composed of a microcomputer including an I / O interface, a CPU, a RAM, a ROM (none of which is shown), and the like. The ECU 10 executes a charge control process for controlling charging of the vehicle EV battery 3 according to various information from the calendar 22, the navigation device 23, the usage history DB 24, the temperature information DB 25, and the like described above. In the present embodiment, the ECU 10 corresponds to a neglected time estimation means, an outside air temperature forecast value acquisition means, a charge control means, a destination estimation means, an upper limit value setting means, a consumption charge rate calculation means, and an actual charge rate acquisition means.

FIG. 2 is a flowchart showing this charge control process. This process controls the amount of charge when externally charging the charging stand CS so as to suppress deterioration of the battery 3. In this process, first, in step 1 (shown as “S1”; the same applies hereinafter), it is determined whether or not the vehicle EV is connected to the charging stand CS. If the answer is NO, this process ends as it is.

When the answer in step 1 is YES and the vehicle EV is connected to the charging stand CS for external charging, the connection parameter is acquired (step 2). This connection parameter represents the status at the time of connection to the charging stand CS, and includes the date and time and day of the week of the connection read from the calendar 22, the current position of the vehicle EV read from the navigation device 23, and the like.

Next, the travel schedule of the vehicle EV after the completion of external charging is estimated by comparing these acquired connection-time parameters with the history data stored in the usage history DB 24 (step 3). ). If the external charge is done at home, this travel schedule may include, for example, the destination (eg, work location) that the user heads to after the completion of the external charge, the departure time from home, the arrival time at the destination, and the destination. Includes parking time, departure time from destination, arrival time at home, etc.

As mentioned above, many users of vehicle EV drive the vehicle EV with regularity according to the day of the week and time, for example, for commuting on weekday mornings and evenings and for leisure during the daytime on holidays, and there is no plan. It is rare to drive. Therefore, by learning the user's past usage history, storing it as history data, and collating the connection time parameters obtained at the time of connection for external charging as described above, after the completion of external charging. It is possible to estimate the travel schedule with relatively high accuracy.

In step 4 following step 3, the first leaving time TM_S1 is calculated based on the estimated running schedule. This first leaving time TM_S1 corresponds to the stop time of the vehicle EV from the start of external charging to the departure toward the destination.

In the next step 5, the second leaving time TM_S2 is calculated based on the traveling schedule. This second neglected time TM_S2 corresponds to the stop time of the vehicle EV from the time of arrival at the destination of the vehicle EV to the time of departure toward the home.

Next, by searching the temperature information DB 25 according to the first leaving time TM_S1 calculated in step 4 and the position (home) of the vehicle EV at that time, every predetermined time interval in the first leaving time TM_S1. A large number of expected outside air temperature values T_hat are read out, and the highest value among them is calculated as the first maximum outside air temperature TH_hat1, which is the highest temperature in the first leaving time TM_S1 (step 6).

Similarly, by searching the temperature information DB 25 according to the second leaving time TM_S2 calculated in step 5 and the position (destination) of the vehicle EV at that time, every predetermined time interval in the second leaving time TM_S2. A large number of expected outside air temperature values T_hat are read out, and the highest value among them is calculated as the second maximum outside air temperature TH_hat2, which is the highest temperature in the second leaving time TM_S2 (step 7).

Next, it is determined whether or not the first maximum outside air temperature TH_hat1 is equal to or higher than the second maximum outside air temperature TH_hat2 (step 8). When this answer is YES and TH_hat1 ≧ TH_hat2, the charge rate upper limit value SOCLMT is calculated by searching the upper limit value map shown in FIG. 3 using the first maximum outside air temperature TH_hat1 which is higher or equivalent (step). 9).

In this upper limit map, the upper limit of the charge rate SOC that can suppress the deterioration of the battery 3 when the vehicle EV is left under the outside air temperature T_hat is obtained in advance by an experiment or the like, and the upper limit value of the charge rate is obtained. It is expressed as SOCLMT. As described above, the battery 3 has a characteristic that the higher the temperature and the higher the charge rate SOC, the more easily the deterioration progresses. Therefore, in the upper limit map, the charge rate upper limit value SOCLMT is set to a smaller value as the outside air temperature T_hat is higher. Further, the charge rate upper limit value SOCLMT is set to a predetermined constant value (for example, 70%) when the outside air temperature T_hat is 30 ° C. or higher.

Next, the upper limit value SOCLMT calculated in step 9 is set as the target charge rate SOCCMD at the time of external charging (step 10), and the process proceeds to step 14 described later.

On the other hand, when the answer in step 8 is NO and TH_hat1 <TH_hat2, the charge rate upper limit value SOCLMT is calculated by searching the table of FIG. 3 using the higher second maximum outside air temperature TH_hat2 (step 11). ..

Next, the consumption charge rate ΔSOC consumed for the vehicle EV to travel from the current location to the destination is calculated (step 12). This consumption charge rate ΔSOC is calculated by calculating, for example, the sum of the amount of electricity for traveling according to the mileage from the current location to the destination and the amount of electricity for auxiliary equipment such as an air conditioner as a value equivalent to the charge rate. be.

Then, the sum of the charge rate upper limit value SOCLMT calculated as described above and the consumption charge rate ΔSOC is set as the target charge rate SOCCMD at the time of external charging (step 13), and the process proceeds to step 14.

In this step 14, it is determined whether or not the actual charge rate SOCA of the battery 3 is smaller than the target charge rate SOCCMD set in step 10 or 13. When this answer is YES, the charging operation is executed (step 15), and this process is terminated. As a result, the battery 3 is charged so that the actual charge rate SOCA of the battery 3 becomes the target charge rate SOCCMD.

On the other hand, when the answer in step 14 is NO, the actual charge rate SOCA is equal to or higher than the target charge rate SOCCMD, so that the charging operation is suspended (not executed) (step 16), and this process is terminated. This makes it possible to avoid unnecessary external charging and deterioration of the battery 3 due to the unnecessary external charging.

4 and 5 show two operation examples obtained by the charge control process of FIG. 2, respectively. In both cases, the vehicle EV is connected to the charging stand CS at home at 19:00, and external charging is started. When the vehicle EV is connected to the charging stand CS in this way, the answer in step 1 of FIG. 2 becomes YES, and the charging control process of FIG. 2 is substantially started.

By executing steps 2 and 3, in both cases, the external charging started at 19:00 at home, the next day at 8:00: Departure from home → 9:00: Arrival at work → 18:00: Departure from work → 19:00 : The same driving schedule of arriving at home is estimated. In addition, based on this travel schedule, in both cases, the first neglected time TM_S1 (at the start of external charging (19:00) to the time of departure from home (8:00 the next day)) and the second unattended time TM_S2 (when arriving at the office (9 the next day)). Hour) to departure from work (18:00)) is calculated (estimated) (steps 4 and 5).

In the example of FIG. 4, the expected outside air temperature value T_hat searched for the above-mentioned first and second leaving times TM_S1 and TM_S2 decreases with the passage of time. As a result, the first maximum outside air temperature TH_hat1 (= 25 ° C.) appears at the beginning (at the start of external charging) of the first unattended TM_S1, and at the beginning (at the time of arrival at the office) at the second unattended time TM_S2. The second maximum outside air temperature TH_hat2 (= 23 ° C.) appears, and TH_hat1> TH_hat2 is established.

As a result, in the example of FIG. 4, when the answer of step 8 of FIG. 2 becomes YES, the charge rate upper limit value SOCLMT is set to 85% according to the first maximum outside air temperature TH_hat1 according to the upper limit value map of FIG. (Step 9), external charging is performed with this charge rate upper limit value SOCLMT as the target charge rate SOCCMD (steps 10 and 15).

As a result of the above, the charge rate SOC of the battery 3 is less than 85% at the start of external charging where the outside air temperature is expected to be the maximum temperature (= 25 ° C.), and up to 85% at the completion of external charging lower than the maximum temperature. It rises and is then maintained at that value for the first standing time TM_S1 before leaving home. In addition, the charge rate SOC decreases by the amount of the consumption charge rate ΔSOC (for example, 10%) as the vehicle travels from home to work, and becomes about 75%. 2 The value is maintained during the standing time TM_S2.

As described above, in the example of FIG. 4, the vehicle EV is left at the maximum temperature of the charge rate SOC during the first leaving time TM_S1 including the start of external charging where the maximum temperature of the battery 3 is expected to appear. Even in such a case, the charge rate is limited to the upper limit value of SOCLMT (85%) or less, which can suppress the deterioration of the battery 3. Therefore, the deterioration of the battery 3 due to the high outside air temperature and the high charge rate during the leaving time can be appropriately suppressed, and the life of the battery 3 can be extended.

On the other hand, in the example of FIG. 5, the expected outside air temperature T_hat searched for the first and second leaving times TM_S1 and TM_S2 changes as shown in the figure. As a result, in the first leaving time TM_S1, the first maximum outside air temperature TH_hat1 (= 29 ° C.) appears at the end of the period (at the time of departure from home), and in the second leaving time TM_S2, the second maximum outside air temperature TH_hat2 (=) 33 ° C.) appears, and the relationship TH_hat1 <TH_hat2 is established.

As a result, in the example of FIG. 5, the answer of step 8 of FIG. 2 becomes NO, and the charge rate upper limit value SOCLMT is set to 70% according to the second maximum outside air temperature TH_hat2 according to the upper limit value map of FIG. Is done (step 11). Then, a value (= 80%) obtained by adding the consumption charge rate ΔSOC (for example, 10%) to the charge rate upper limit value SOCLMT is set as the target charge rate SOCCMD, and external charging is performed with the target charge rate SOCCMD as the target (). Steps 13 and 15).

After that, the charge rate SOC of the battery 3 is maintained at that value (80%) during the first leaving time TM_S1. Further, at the end of the first leaving time TM_S1, the expected outside air temperature T_hat is expected to rise to 29 ° C., which is the maximum temperature in the first leaving time TM_S1, but the charging rate SOC at this time is 80%. Since it is lower than the charge rate upper limit value (= 81%) corresponding to T_hat = 29 ° C. in the upper limit value map of FIG. 3, it does not affect the deterioration of the battery 3.

In addition, the charge rate SOC decreases by the amount of the consumption charge rate ΔSOC (for example, 10%) as the vehicle travels from home to work, and becomes about 70%. 2 The value is maintained during the opening TM_S2 when left unattended. Therefore, even if the outside air temperature rises to the maximum temperature (= 33 ° C.) in the middle of the second leaving time TM_S2, the charge rate SOC is the upper limit value of the charge rate capable of suppressing the deterioration of the battery 3 at the outside air temperature. Limited to SOCLMT (70%) or less. Therefore, also in the example of FIG. 5, deterioration of the battery 3 due to the high outside air temperature and the high charge rate during the leaving time can be appropriately suppressed, and the life of the battery 3 can be extended.

The present invention is not limited to the described embodiments, and can be carried out in various embodiments. For example, in the embodiment (process of FIG. 2), the destination of the vehicle EV is estimated according to the connection time parameter including the date and time when the vehicle EV is connected to the charging stand CS and the position of the vehicle EV and the history data. There is. The present invention is not limited to this. For example, when a user of a vehicle EV inputs a destination by the navigation device 23, the present invention gives priority to this and performs charge control processing based on the input destination. Is good.

Further, when the vehicle EV is shared by a plurality of users, the history data is stored in the usage history DB 24 for each user, and the user is specified when the vehicle EV is connected to the charging stand CS. Then, based on these data, the destination and the leaving time may be estimated for each user.

Further, the numerical values such as the charge rate upper limit value SOCLMT and the outside air temperature expected value T_hat shown in the embodiment are merely examples, and it goes without saying that other appropriate values may be used. Further, in the embodiment, the electric vehicle is an electric vehicle, but the present invention is not limited to this, and the present invention is used for other electric vehicles having an external charging function, for example, a plug-in hybrid vehicle in which a motor and an engine are used in combination as a power source. It is possible to apply. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

3 Battery 10 ECU (leaving time estimation means, outside air temperature forecast value acquisition means, charge control means,
Destination estimation means, upper limit setting means, consumption charge rate calculation means,
Actual charge rate acquisition method)
21 Current / voltage thermometer (actual charge rate acquisition means)
24 Usage history DB (database) (history data storage means)
25 Temperature information DB (database) (means for acquiring expected outside temperature)
EV electric vehicle (electric vehicle)
CS charging stand (external power supply)
TM_S1 First leaving time (leaving time)
TM_S2 Second leaving time (leaving time)
T_hat outside air temperature expected value SOCLMT charge rate upper limit TH_hat1 1st maximum outside temperature TH_hat2 2nd maximum outside temperature ΔSOC consumption charge rate SOCCMD target charge rate SOCA actual charge rate

Claims (4)

A charge control device that controls external charging to charge the battery of an electric vehicle with an external power source.
Prior to the execution of the external charging, the leaving time estimating means for estimating the leaving time of the electric vehicle from the start of the external charging to the departure of the electric vehicle toward the destination,
An outside air temperature forecast value acquisition means for acquiring an outside air temperature forecast value, which is an outside air temperature forecast value in the estimated leaving time, and
Charge control that controls the external charge so that the charge rate of the battery does not exceed a predetermined charge rate upper limit value capable of suppressing deterioration of the battery during the leaving time based on the acquired outside air temperature forecast value. With means ,
The leaving time estimation means has, as the leaving time, a first leaving time from the start of the external charging until the electric vehicle departs toward the destination, and the leaving time when the electric vehicle arrives at the destination. Estimate the second leaving time from to the departure from the destination,
The outside air temperature forecast value acquisition means was acquired for the first maximum outside temperature, which is the highest temperature among the outside temperature forecast values acquired for the first leaving time, and for the second leaving time. The second maximum outside temperature, which is the highest temperature among the predicted outside temperature values, is obtained, and
A charge control device further comprising an upper limit value setting means for setting the upper limit value of the charge rate according to the higher of the acquired first and second maximum outside air temperatures . Further provided with a history data storage means for storing history data representing the usage history of the electric vehicle by the user.
The charge control device according to claim 1, further comprising a destination estimation means for estimating the destination according to the current date and time, the current position of the electric vehicle, and the historical data. Further provided with a consumption charge rate calculation means for calculating the consumption charge rate consumed for the electric vehicle to travel to the destination after the external charge.
When the second maximum outside air temperature is higher than the first maximum outside air temperature, the charge control means sets a target charge rate as a target for external charging with the charge rate upper limit value and the calculated consumption. The charge control device according to claim 1 or 2, wherein the charge is set to the sum of the charge rate . Further provided with an actual charge rate acquisition means for acquiring an actual charge rate, which is the actual charge rate of the battery,
The charge control device according to claim 3 , wherein the charge control means suspends the external charge when the acquired actual charge rate is equal to or higher than the target charge rate .

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