JP2002058111A - Power generation control device for hybrid electric vehicles - Google Patents

Abstract

(57) [Problem] To provide a power generation control device for a hybrid electric vehicle that enables aggressive economical driving and economical driving by a driver's will. SOLUTION: A secondary battery 1 charged from an on-vehicle power generating device 17 is supplied with power from the power generating device 17 and the secondary battery 1 to drive a vehicle. Signals are inputted from the electric motor 7 to be charged, the vehicle speed detecting means 8 for detecting the traveling speed of the vehicle, and the voltage / current detecting means 13 for detecting the voltage and current of the secondary battery. A control means for calculating the charging rate of the secondary battery 1 and for reducing the charging rate of the secondary battery 1 from the power generator 17 as the vehicle speed increases and increasing the amount of charge by the regenerative current. It is.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a secondary battery charged from a vehicle-mounted power generator such as a fuel cell or an engine generator, and power supply from the power generator and the secondary battery through an orthogonal inverter. The present invention relates to a power generation control device for a hybrid electric vehicle including an electric motor that performs power reception driving and regenerative braking.

[0002]

2. Description of the Related Art Development of a hybrid electric vehicle combining a fuel cell or an engine generator and a secondary battery is progressing as a vehicle with low exhaust gas and low fuel consumption, and a vehicle using an engine generator is practically used. Area has been reached. In such an electric vehicle, in order to make the fuel consumption more efficient, accurate control of the power generation amount for the driving state is indispensable, and various technologies have been developed and proposed in the past, for example, The technique disclosed in Japanese Patent Application Laid-Open No. 8-289410 is one of them. The technology disclosed in this publication boosts electric power generated by a fuel cell and supplies the boosted electric power to charging of a secondary battery and driving of an electric motor. And stop charging, and at the time of regenerative braking, stop charging the secondary battery from the fuel cell.

[0003] Also, JP-A-11-8909 discloses that
When a vehicle is driven by charging a secondary battery with an engine generator, the charging state of the secondary battery is monitored to control charging and charging stop according to the charging state. A technology is disclosed in which the gradient of a road is calculated using electric power to predict the amount of regenerative electric power when descending a hill, thereby controlling the amount of charge when climbing a hill and utilizing regenerative energy effectively. Further, JP-A-11-234
Japanese Patent Application Publication No. 806 discloses that in a vehicle that travels while charging a secondary battery with a fuel cell or an engine generator, the amount of charge by regenerative energy is controlled in accordance with the state of charge of the secondary battery to prevent overcharge of the secondary battery. Techniques to circumvent are disclosed.

The primary role of the secondary battery shown in these prior arts is as a buffer function when transiently large energy is required, such as when the vehicle starts, accelerates, or climbs a hill, and travels with an average energy. Sometimes it depends on the output of the fuel cell or engine generator. However, in a parallel-engine hybrid electric vehicle, the vehicle is also driven by the power of the engine, and all of the average energy does not depend on the engine generator. The second role of the secondary battery is to regenerate kinetic energy at the time of braking, deceleration, or downhill of the vehicle, and to reduce energy consumption by charging the secondary battery with regenerative power. .

[0005]

According to the prior art as described above, the driver's will is increased despite the fact that a hybrid electric vehicle is intended for a vehicle with low fuel consumption intended for environmental resistance. It is not a structure that can be reflected sufficiently. Also, for example, if stable acceleration is continued while avoiding rapid acceleration / deceleration, the fuel consumption rate of the fuel cell or the engine decreases, but if the secondary battery is fully charged in this state, Regeneration of kinetic energy during deceleration cannot be performed, and if it is attempted to regenerate, the battery will be overcharged and the life of the secondary battery will be shortened. Further, Japanese Patent Application Laid-Open No.
According to Japanese Patent Application Laid-Open No. 909, regenerative energy is predicted when climbing a hill, and the charging rate is suppressed. However, since a secondary battery is used as a buffer when climbing a hill, it is not necessary to intentionally suppress the rechargeable battery. It cannot be said.

The present invention has been made to solve such problems, and a first object of the present invention is to provide a power generation control device for a hybrid electric vehicle that enables more positive economic driving. A second object is to provide a power generation control device for a hybrid electric vehicle that enables economical driving according to a driver's will.

[0007]

SUMMARY OF THE INVENTION A power generation control device for a hybrid electric vehicle according to the present invention controls a vehicle by receiving power supplied from a vehicle-mounted power generation device and power supplied from the power generation device and the secondary battery. A signal is input from a motor that drives and charges a secondary battery with a regenerative current at the time of deceleration, a vehicle speed detecting unit that detects a running speed of the vehicle, and a voltage / current detecting unit that detects a voltage and a current of the secondary battery. Control means for calculating the charging rate of the secondary battery from the signal of the voltage / current detecting means, and reducing the charging rate of the secondary battery from the power generator with the increase in vehicle speed, and increasing the charging by the regenerative current. It is prepared for.

Further, the control means includes regenerative current allowable value setting means for setting an upper limit value of the regenerative charging current, so that the regenerative charging current is limited according to the charging rate of the secondary battery. It is. In addition, the onboard power generator
A fuel cell having a semiconductor inverter circuit for supplying power and controlling the output by supplying hydrogen gas and air and a fuel supply adjusting means is used. Furthermore, an engine-driven generator having a rotational speed control means and a semiconductor field control means for output control is used as a vehicle-mounted power generator.

Further, the control means is provided with a charging rate reduction adjusting means so that the degree of reduction of the charging rate from the power generator to the secondary battery can be changed by the driver of the vehicle. Further, the control means is provided with a coasting regenerative current adjusting means so that the upper limit value of the charging current due to regeneration during coasting of the vehicle can be changed by the driver of the vehicle.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 1 to 4
1 is a diagram for explaining a power generation control device for a hybrid electric vehicle according to a first embodiment of the present invention. FIG. 1 is an electric circuit diagram thereof, FIG. 2 and FIG.
FIG. 4 is a flowchart for explaining the operation. In FIG. 1, 1 is a secondary battery such as a lead battery, and 2 is a secondary battery 1.
, An auxiliary switch for charging the capacitor 2 via a current limiting resistor 4 and a predetermined switch 5 for the auxiliary switch 3. The main switch connects the secondary battery 1 and the capacitor 2 after a delay time of

Reference numeral 6 is supplied with a current smoothed by the capacitor 2 and performs forward conversion from DC to AC to power-drive the three-phase AC motor 7 and performs reverse conversion from AC to DC to perform three-phase AC. The regenerative energy of the motor 7 is transferred to the secondary battery 1
Quadrature forward / inverter for regenerative charging, 8 is a three-phase AC motor 7
A speed sensor 9 is driven by a vehicle. Reference numeral 9 denotes a power running regenerative control device for controlling ON / OFF of an opening / closing element of the orthogonal forward / inverse converter 6, and the orthogonal forward / inverse converter 6 includes six switching elements such as transistors having anti-parallel diodes. A three-phase bridge circuit is configured using this.

Reference numeral 10 denotes a controller constituted by a microprocessor, a memory, and various interface circuits. Reference numeral 11 denotes an accelerator sensor for detecting an amount of depression of an accelerator pedal of the vehicle. Reference numeral 12 denotes an amount of depression or pressure of a brake pedal of the vehicle. , A voltage / current sensor 13 for detecting the voltage and current of the secondary battery 1, a load current sensor 14 for measuring the input / output current of the orthogonal forward / inverter 6, a reference numeral 15 such as a variable resistor, etc. A coasting regenerative current controller 16 comprising a variable speed resistor or the like; and a vehicle speed sensor 8, an accelerator sensor 11, a brake sensor 12,
Signal outputs of the voltage / current sensor 13, the load current sensor 14, the coasting regenerative current regulator 15, and the charging rate reduction regulator 16 are input to the controller 10, respectively.

Reference numeral 17 denotes a power generation device. In this embodiment, a fuel cell that generates power by supplying hydrogen and air obtained by decomposing hydrogen gas or hydrocarbon-based fuel is used.
Reference numeral 18 denotes a power generation auxiliary device. The power generation auxiliary device 18 includes a fuel pump for operating the fuel cell 17, an air supply device such as a compressor for supplying oxygen, a water supply pump for supplying cooling water and humidification water, and Auxiliary equipment necessary for operation of the fuel cell 17, such as various solenoid valves, is included. Reference numeral 19 denotes this power generation auxiliary machine 18
Is an accessory drive switch for connecting the power supply to the secondary battery 1, and an accessory control device 20 for controlling the power generation accessory 18.

Reference numeral 21 is connected between the fuel cell 17 and the secondary battery 1 and is constituted by a semiconductor inverter circuit and has a boosting function for correcting a difference between the rated voltage of the fuel cell 17 and the rated voltage of the secondary battery 1. When the power generation control device 21 controls the output current of the fuel cell 17, the auxiliary device control device 20 has a closed loop so as to automatically control the supply amounts of fuel and oxygen supplied to the fuel cell 17. Control is exercised. Further, the power generation control device 21 and the power running regenerative control device 9 are configured to be controlled by the controller 10 to which signals from the sensors are input.

In the power generation control device for a hybrid electric vehicle according to the first embodiment of the present invention, the controller 10 controls the power generation control device 21 and the power running regeneration control device 9 to charge the secondary battery 1. The rate and the regenerative energy of the three-phase AC motor 7 are controlled. The details of the control are as follows. FIG. 2 shows a setting characteristic of the target charging rate with respect to the vehicle speed of the secondary battery 1, wherein the vertical axis represents the target charging rate,
The horizontal axis indicates the vehicle speed, and the target charging rate is 100% charging when all the active substances return to the state before the discharge as shown in JISC8704. SP1 on the horizontal axis represents a first vehicle speed of, for example, a vehicle speed of about 30 km / h, and SP2 represents a second vehicle speed of about 60 km / h.

In FIG. 2, A1 is a maximum target charging rate in a low speed range below the first vehicle speed SP1, for example, 78%.
, And C1 is the minimum target charging rate in a high-speed region equal to or higher than the second vehicle speed SP2, and is set to, for example, a charging rate of 72%. B1 is the first vehicle speed SP1 and the second vehicle speed SP
2 is a gradually decreasing target charging rate between the charging rates A1 to C1.
, Or gradually with a polygonal line or a quadratic curve so that the rate of change increases as the vehicle speed increases. A2, B2, and C2 indicate a case where the driver operates the charge rate reduction controller 16 to change the degree of reduction of the target charge rate, and is used, for example, when traveling downhill over a long distance. May be changed continuously by using the charge rate reduction controller 16 as a variable resistor, or may be changed stepwise by a switch or the like. And fuel cell 1
From 7, the power generation control device 21 controls the charging of the secondary battery 1 so as not to exceed the target charging rate.

FIG. 3 shows the setting characteristics of the allowable regenerative current with respect to the charging rate of the secondary battery 1. The vertical axis indicates the allowable regenerative current, and the horizontal axis indicates the charging rate of the secondary battery 1. Is the 100% charge described above, and the high charge portion in the figure has a charge rate of, for example, a 75% level. D1 in the figure is 75%
The maximum allowable regenerative current allowed for a charging rate equal to or lower than the level, E is a gradually decreasing allowable regenerative current in a region from a 75% level charging rate to a fully charged state. In the fully charged state, the allowable regenerative current is zero. Is done. D2 is the maximum allowable regenerative current when the accelerator pedal and the brake pedal are not depressed, that is, when the regenerative current is suppressed by the coasting regenerative current regulator 15 during coasting, and the rechargeable battery is D1. Even when the regenerative current can be tolerated up to the value, the driver intentionally suppresses the regenerative current, such as when it is desired to limit the regenerative braking force. The adjustment range of the regenerative current by the coasting regenerative current controller 15 can be adjusted to zero, that is, the regenerative braking force can be adjusted to zero, and may be continuously changed using a variable resistor, or may be changed by a switch. It may be changed step by step.

FIG. 4 is a flowchart showing the contents of control by the controller 10. When the operation is started in step 400, the charging rate of the secondary battery 1 is measured in step 401. The measurement of the charging rate is based on the secondary battery 1
The relationship between the charge current or discharge current and the battery voltage in various states of charge is stored in advance in a storage table built in the controller 10 as a standard characteristic of the battery. The current charging rate is determined by comparing the relationship with the voltage with the contents stored in the storage table. The relationship between the charging current or the discharging current stored in the storage table and the battery voltage is assumed to correspond to the temperature of the secondary battery 1, and a temperature sensor is provided on the secondary battery 1 to determine the battery temperature during operation. If the corresponding charging rate is determined, more accurate control becomes possible.

In step 402, the vehicle speed is measured based on the output of the vehicle speed sensor 8. In step 403, whether the accelerator pedal is depressed is determined based on the signal from the accelerator sensor 11. If it is determined in step 403 that the accelerator pedal is depressed, the process proceeds to step 404, where the depression amount of the accelerator pedal is calculated from the output of the accelerator sensor 11, and in step 405, the powering current corresponding to the depression amount of the accelerator pedal is calculated. Is commanded. The powering current command value in step 405 is input to the powering regenerative control device 9 and is provided from the powering regenerative control device 9 to the three-phase AC motor 7 via the orthogonal forward / inverter 6 to drive and control the three-phase AC motor 7. .

Step 406 is a step of setting a reduction parameter of the target charging rate with respect to the vehicle speed shown in FIG. 2, and reads the charging rate reduction characteristic set by the charging rate reduction controller 16. Step 407 is for the fuel cell 17
Is a step of calculating the required generated current and voltage of the current state.
Based on the vehicle speed measured in 02 and the charging rate reduction parameter set in step 406, a required power generation current / voltage corresponding to the difference between the current charging rate and the target charging rate is calculated.

The required power generation current is calculated as follows, and the voltage generated by the fuel cell 17 is controlled so as to secure this current. Assuming that the required generated current is Ic, it is calculated as Ic = Ib + Im ≧ 0 (1), where Ib is the input current of the secondary battery, and Ib is Ib = α × (A−B) (2) Is calculated. Here, Im is a load current and has a positive sign during power running and a negative sign during regeneration, α is a proportional constant, A is a target charging rate based on the current vehicle speed shown in FIG.
It is the current charging rate measured at 01. Also, the secondary battery 1
Is a positive sign during charging and a negative sign during discharging, and the required generated current Ic is a value between 0 and the maximum current capacity of the fuel cell 17, and is set to 0 during the regenerative operation.

Therefore, even when the input current Ib of the secondary battery 1 is required in the calculation of the equation (2), the load current Ib according to the equation (1) is obtained.
When m exceeds the maximum current capacity of the fuel cell 17, the input current Ib of the secondary battery 1 becomes a negative value, and the secondary battery 1 and the fuel cell 17 cooperate to drive the three-phase AC motor 7. Become. Further, even when the input current Ib of the secondary battery 1 is required according to the calculation result of the equation (2), Ic is 0 during the regenerative operation, and the secondary current is based on the regenerative operation of the three-phase AC motor 7. The battery 1 will be charged.

Further, the required generated current Ic can be calculated by the following equation, and the voltage of the fuel cell 17 can be controlled so as to secure this current. That is, the required generated current Ic
Is calculated as Ic = β × (AB) ≧ 0 (3), and the input current Ib of the secondary battery 1 is calculated as Ib = Ic−Im (4). Here, β is a proportional constant, and other symbols are the same as in the equations (1) and (2). Also in this case, when the load current Im exceeds the maximum current capacity of the fuel cell 17, the input current Ib of the secondary battery 1 becomes negative and is discharged, and even if Ic is calculated to be 0 in the equation (3). During the regenerative operation, the secondary battery 1 is charged. In addition,
(1) Since Ic ≧ 0 as in equation (3), the value of Ic is calculated as 0 when A <B.

Step 408 is a step for issuing a command of the generated current and voltage based on the calculation result of step 407 described above, and this command is issued to the power generation control device 21. The fuel cell 17 which is a power generation device is controlled. Step 403
If it is determined that the accelerator pedal has not been depressed, the process proceeds to step 409, where it is determined from the signal of the brake sensor 12 whether or not the brake pedal has been depressed. If the brake pedal has not been depressed, the process proceeds to step 410. move on. This step 410 is a step for setting the reduction parameter of the allowable regenerative current with respect to the increase in the charging rate shown in FIG.
The maximum allowable regenerative current set by 5 is read.
In step 411, the value of the allowable regenerative current read in step 410 is determined.
If not 0, the process proceeds to step 413.

In step 409, if it is determined that the brake pedal is depressed, the process proceeds to step 412, where the amount of depression of the brake pedal or the depression pressure is measured from the output of the brake sensor 12, and in step 413 An actually allowable regenerative current value is calculated from the allowable regenerative current set as indicated by the solid line 3 and the current charging rate measured in step 401. Step 414 is the amount of depression of the brake pedal,
Alternatively, the upper limit is a step of instructing a regenerative current value that is proportional to the stepping pressure and whose upper limit is limited to the allowable regenerative current calculated in step 413. 6, the secondary battery 1 is charged by regenerative energy generated by the three-phase AC motor 7.

Steps 411 to 413
Is the regeneration during coasting, and the reduction parameter of the allowable regenerative current set in step 410 is based on the characteristic of D2 shown by the dotted line in FIG. Therefore, in step 413, the allowable regenerative current is calculated using the allowable regenerative current reduction parameter set by the driver, and becomes the command value in step 414. When the driver simply wants to perform coasting instead of regenerative braking, the allowable regenerative current is May be set to zero. When the routine ends in step 415, the process returns to step 400, and the above operation is repeated.

Here, the regenerative braking by depressing the brake pedal performs the braking control in cooperation with the friction type brake. When the braking force by the regeneration is insufficient, the control is performed so that the friction type brake is strengthened. Is done. The power generation command value given to the power generation control device 21 is to control the power generation voltage of the fuel cell 17 necessary to obtain the command current value, and the auxiliary device control device 20 is required to obtain the necessary voltage. In operation, the supply fuel and the supply oxygen are automatically controlled, and the circulation management of the cooling water for controlling the temperature of the fuel cell 17 is performed.

Embodiment 2 FIG. 5 shows an electric circuit diagram of a power generation control device for a hybrid electric vehicle according to a second embodiment of the present invention. In the first embodiment, a fuel cell is used as a power generation device. In this case, an engine generator is used. Referring to FIG. 5, a difference from the first embodiment will be described. Reference numeral 22 denotes a three-phase AC generator driven by, for example, an engine 23 using gasoline as a fuel. Full-wave rectification by the wave rectifier 24 charges the secondary battery 1 and drives the three-phase AC motor 7.

Reference numeral 25 denotes a field coil of the three-phase AC generator 22,
Reference numeral 26 denotes a power generation control device. The power generation control device 26 controls the output of the three-phase AC generator 22 by controlling the current of the field coil 25 based on the generated current from the controller 10 or the voltage command. However, when a current exceeding the capacity of the three-phase AC generator 22 is output, the output voltage is reduced, so that the output current is suppressed to a rated value or less. 27 is the engine 23
Is a rotation speed control device that controls the intake system of the engine to control the rotation speed to a predetermined value, for example, so that the three-phase AC generator 22 generates power. By controlling, the rotation is controlled and the fuel consumption is made more efficient.

The hybrid electric vehicle according to the second embodiment of the present invention thus configured is a so-called serial type hybrid electric vehicle. In the case of the first embodiment, the power generation device includes a fuel cell 17 and a three-phase AC. Generator 2
2 and the two power generation control devices 21 and 2
6 has a difference in configuration, but the content of the power generation control is the same, and the charging rate control and the allowable regenerative current control of the secondary battery 1 described in the first embodiment are performed. The description is omitted here because it overlaps. In a hybrid electric vehicle called a parallel type in which the engine drives the generator and the vehicle itself, the charge rate control and the allowable regenerative current control of the secondary battery can be performed by changing the parameters of the charge rate and the regenerative current. This can be performed similarly to the control of the present invention.

[0031]

As described above, according to the power generation control device for a hybrid electric vehicle of the present invention, the secondary battery charged by the power generation device, the power supply from the power generation device and the secondary battery, and An electric motor that charges the secondary battery with regenerative current during deceleration, a vehicle speed signal and the voltage and voltage of the secondary battery
Control means for inputting a current signal and calculating a charging rate of the secondary battery, and reducing a charging rate of the secondary battery from the power generation device with a rise in vehicle speed to increase a charging amount by regeneration. Therefore, the regenerative energy proportional to the square of the vehicle speed can be recovered without waste, and the consumption of fuel required for running the vehicle can be greatly reduced, and the charging rate of the secondary battery can be reduced. The amount of charge by the regenerative current is limited according to the condition, so that the overcharge of the secondary battery is suppressed, and the power generation control device for a hybrid electric vehicle capable of saving energy while extending the life of the secondary battery is obtained. Can be done.

Further, a power generator for charging a secondary battery may be a fuel cell having a semiconductor inverter circuit for output control and fuel supply adjusting means, or a rotational speed control means and a semiconductor field control means for output control. Since the engine-driven generator is equipped with, the charge control for the secondary battery can be performed quickly, the fuel consumption with respect to the load fluctuation can be suppressed, and the reduction rate of the charge rate for the secondary battery is set to The setting by the driver enables the fuel consumption to be reduced while avoiding overcharging of the rechargeable battery even on long-distance downhill running and high-frequency deceleration driving. Since the amount of charge by the regenerative current during deceleration can be set by the driver of the vehicle, it is possible to set coasting operation without regenerative braking depending on the driving conditions. In which it is possible to obtain a power generation control device for a hybrid electric vehicle.

[Brief description of the drawings]

FIG. 1 is an electric circuit diagram of a power generation control device for a hybrid electric vehicle according to a first embodiment of the present invention.

FIG. 2 is a characteristic diagram illustrating an operation of the power generation control device for a hybrid electric vehicle according to the first embodiment of the present invention.

FIG. 3 is a characteristic diagram illustrating an operation of the power generation control device for a hybrid electric vehicle according to the first embodiment of the present invention.

FIG. 4 is a flowchart illustrating an operation of the power generation control device for a hybrid electric vehicle according to the first embodiment of the present invention.

FIG. 5 is an electric circuit diagram of a power generation control device for a hybrid electric vehicle according to a second embodiment of the present invention.

[Explanation of symbols]

1 secondary battery, 2 capacitors, 6 orthogonal forward / inverter,
7 three-phase AC motor, 8 vehicle speed sensor, 9 power running regenerative control device, 10 controller (control means), 11 accelerator pedal, 13 voltage / current detecting means, 15 coasting regenerative current adjusting means, 12 brake pedal, 16 reduction of charging rate Means, 17 power generation device (fuel cell), 18 power generation auxiliary equipment, 20 auxiliary equipment control device, 21, 26 power generation control device, 22 three-phase AC generator, 23 engine, 24 three-phase full-wave rectifier, 25 field coil , 27 rotation speed control device.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H01M 10/48 H02J 7/00 P H02J 7/00 B60K 9/00 CF term (Reference) 5G003 AA05 AA07 BA01 DA07 DA18 EA05 FA06 GB06 GC05 5H030 AS08 BB01 BB10 BB21 FF00 FF42 FF43 FF44 5H115 PA11 PG04 PU08 PV09 QI04 QN02 SE02 SE03 SE06 TI02 TI05 TI06 TI10 TO21 TO23 TU16 TU17

Claims (6)

[Claims] 1. A secondary battery that is charged from a power generator mounted on a vehicle, receives power from the power generator and the secondary battery, drives a vehicle, and charges the secondary battery with a regenerative current during deceleration. A signal is inputted from an electric motor, a vehicle speed detecting means for detecting a traveling speed of the vehicle, and a voltage / current detecting means for detecting a voltage and a current of the secondary battery, and the signal is inputted from the signal of the voltage / current detecting means. A hybrid electric device comprising: a calculating unit that calculates a charging rate of the secondary battery, and reduces a charging rate of the secondary battery from the power generation device with an increase in vehicle speed, and increases charging by the regenerative current. Power generation control device for automobiles. 2. The control means includes a regenerative current allowable value setting means for setting an upper limit value of the regenerative charging current, wherein the regenerative charging current is limited in accordance with the charging rate of the secondary battery. The power generation control device for a hybrid electric vehicle according to claim 1, wherein: 3. The on-vehicle power generating device comprises a fuel cell having a semiconductor inverter circuit for supplying hydrogen gas and air to generate power and controlling the output, and a fuel supply adjusting means. The power generation control device for a hybrid electric vehicle according to claim 1 or 2. 4. The on-vehicle power generator is an engine-driven power generator having a rotation speed control means and a semiconductor field control means for output control. Power generation control device for hybrid electric vehicles. 5. The control means is provided with a charge rate reduction adjusting means, wherein the degree of reduction of the charge rate from the power generator to the secondary battery can be changed by a driver of the vehicle. The power generation control device for a hybrid electric vehicle according to any one of claims 1 to 4. 6. A regenerative current adjusting means for coasting is provided in the control means, and an upper limit value of a charging current by regeneration during coasting of the vehicle is configured to be changeable by a driver of the vehicle. The power generation control device for a hybrid electric vehicle according to any one of claims 1 to 5.