JP2008211955A - Charge control device for power storage mechanism for traveling - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently charge a battery for traveling of a hybrid vehicle with an external charging function. <P>SOLUTION: An ECU executes a program which includes steps of: (S2000) computing an SOC of the battery for traveling, when charging of the battery for traveling using external power supply is started (YES in S1000); (S3000) computing a rate of increase of the SOC; (S5000) displaying a warning to a user, when the rate of increase of the SOC is a threshold (1) or less through use of auxiliary equipment of the vehicle using the battery for traveling as power supply (NO in S4000); and (S9000) turning off the auxiliary equipment of the vehicle using the battery for traveling as the power supply, when the rate of increase of the SOC is a threshold (2) or less after lapse of predetermined time from display of the warning (NO in S8000). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to charging control for hybrid vehicles and electric vehicles (including so-called plug-in vehicles), and in particular, a technique for avoiding delays in charging time due to power consumption of vehicle auxiliary equipment when charging a power storage mechanism for traveling. About.

  An engine that operates with the combustion energy of fuel and a motor that operates with electric energy are provided as a power source when the vehicle travels, and an automatic transmission (including a power split mechanism) is provided between the power source and the drive wheels. The hybrid vehicle provided with is put into practical use.

  In such a hybrid vehicle, for example, by using the engine and the motor properly according to the driving state, it is possible to reduce the fuel consumption amount and the exhaust gas amount while maintaining a predetermined traveling performance. Specifically, an engine running mode in which only the engine is used as a power source, a motor running mode in which the vehicle is run using only the motor as a power source (with the engine stopped), and an engine + motor that runs using both the engine and the motor as power sources. It has a plurality of operation modes with different operating states of the engine and the motor, such as a driving mode, and a power source map or the like that has a predetermined parameter such as a vehicle speed (or a power source rotation speed) and an operation amount of an accelerator is predetermined. Switching is automatically performed according to mode switching conditions.

  Such a vehicle is mounted with a power storage mechanism (for example, a secondary battery (traveling battery), a capacitor, or the like) as a motor drive source. When a motor is used as a travel source, electric power is supplied from the travel battery to the motor, and the vehicle travels. This battery for traveling is charged by electric power generated using a motor as a generator during regenerative braking. The battery for traveling is controlled so that the SOC is maintained within a predetermined range using SOC (State Of Charge) representing the remaining capacity as an index. Further, a hybrid vehicle having an external charging function for charging the battery for traveling with a commercial power source has been developed.

  For the traveling battery, for example, a secondary battery such as a nickel metal hydride battery or a lithium ion battery is employed. For example, such a secondary battery has an output voltage of about 1.2 V per battery (the following battery pack is an example of a nickel metal hydride battery), and is connected in series with 6 cells. As a 7.2V battery module, 30 to 40 battery modules are further connected in series, and are mounted on a vehicle as a 216V to 288V battery pack. Such a battery pack is divided into 3 to 5 battery units and mounted on the floor panel of the vehicle or mounted under the floor of the luggage room.

  The power of the battery for traveling is mainly used for a motor for traveling, but is stepped down by a DC / DC converter and used for an electric compressor of an air conditioner (hereinafter sometimes referred to as an electric air conditioner) It is used for accessories (auxiliary equipment) mounted on vehicles.

  In a hybrid vehicle or an electric vehicle having an external charging function, when the traveling motor is not driven, such as when the vehicle is stopped or parked, the traveling battery is charged by a charger through an external power source. Some have a function of pre-air conditioning (hereinafter referred to as pre-air conditioner) that operates an electric air conditioner through a charger and sets the passenger compartment to a comfortable temperature and humidity condition at the boarding time.

  Japanese Patent Laid-Open No. 8-65814 (Patent Document 1) makes it possible to reliably complete the charging of the battery at the time of charging, and to efficiently drive an on-vehicle electric load such as an electric air conditioner at the time of charging. A charging control device for an electric vehicle is disclosed. The electric vehicle charging control device is an electric vehicle charging control device that controls charging of an in-vehicle battery by a charger supplied with an external power source, and determines the maximum output current value that can be output from the charger. An output current value determining means; an instruction means for instructing activation of an in-vehicle electric load; and a charging control means connected to the indicating means, a charger and a charger maximum output current value determining means, When the instruction to start the in-vehicle electric load from the instruction means is detected during charging, the charging current value required for charging is preferentially supplied to the in-vehicle battery, and the maximum output current value and the charging current value of the charger are The vehicle-mounted electric load is driven by the difference current value.

According to the charging control device for an electric vehicle, even when there is an instruction to start the on-vehicle electric load at the time of charging, the charging current is preferentially supplied to the on-vehicle battery and the on-vehicle electric load is driven at the time of charging. Is driven by the current value of the difference between the charger maximum output current value determined by the charger maximum output current value determining means and the charging current value. For this reason, priority can be given to the charge to a vehicle-mounted battery.
JP-A-8-65814

  However, since priority is only given to charging the in-vehicle battery (running battery), the user feels that the effect of the electric air conditioner that has not been prioritized is not good (or the performance of the electric air conditioner has deteriorated), or the in-vehicle battery Even if charging is prioritized, it may be felt that the charging time is long.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a charge control device that can efficiently charge a power storage mechanism for traveling in an electric vehicle or a hybrid vehicle with an external charging function. Is to provide.

  A charging control device for a traveling power storage mechanism according to a first aspect of the invention controls charging of a vehicle that can charge the traveling storage mechanism using an external power source. This vehicle is equipped with an electric device that is operated by the supply of electric power from the traveling power storage mechanism. This charging control device has an output means for outputting information so as to be recognized by a vehicle occupant and a degree of charging by using an electric device when the traveling power storage mechanism is charged using an external power source. And control means for controlling the output means so as to output information indicating that charging is not good.

  According to the first invention, when the power storage mechanism for travel of an electric vehicle or a hybrid vehicle with an external charging function (for example, a secondary battery) is charged using an external commercial power supply, the power of the power storage mechanism for travel is supplied. In some cases, electrical equipment that is operated by is used. In such a case, the traveling power storage mechanism is in a state of discharging electric power to the electric device while being charged by the commercial power source. In such a state, if the power consumption of the electrical device is large, the degree of charging is not good, and the charging time becomes long. For this reason, the information that charging is not good is output so that the passenger of a vehicle can recognize. A passenger who recognizes this information can stop using the electric device or reduce the power consumption. As a result, in an electric vehicle or a hybrid vehicle with an external charging function, it is possible to provide a charge control device that can efficiently charge a traveling power storage mechanism.

  In addition to the configuration of the first invention, the charging control device for the power storage mechanism for traveling according to the second invention is not good even after the information indicating that the degree of charging is not good is output to the output means. And further includes means for deactivating the electrical device.

  According to the second aspect of the invention, even if the information indicating that charging is not good is output so that the passenger of the vehicle can recognize, even if the passenger recognizes this information, the use of the electric device is not stopped or the power consumption There are cases where there are few changes and no change. In addition, the passenger may not recognize this information. In such a case, the electric device is controlled so as to stop the operation of the electric device (forcibly stopped), and the charging of the traveling power storage mechanism from the outside is prioritized. Thereby, in an electric vehicle or a hybrid vehicle with an external charging function, it is possible to provide a charge control device that can efficiently charge a power storage mechanism for traveling.

  In the charging control device for the traveling power storage mechanism according to the third invention, in addition to the configuration of the first or second invention, the power storage mechanism is a secondary battery, and the degree of charging is determined based on the SOC. Is.

  According to the third aspect of the present invention, the SOC is used to determine the degree of charging when an electric vehicle equipped with a secondary battery as a running power storage mechanism or a hybrid vehicle with an external charging function is charged using an external commercial power source. can do.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a control block diagram of the entire hybrid vehicle including a charging control device (hereinafter sometimes simply referred to as a control device) for a traveling power storage mechanism according to the present embodiment will be described. The present invention is not limited to the hybrid vehicle shown in FIG. In the present invention, an internal combustion engine such as a gasoline engine (hereinafter referred to as an engine) as a power source may be a drive source (running source) for running a vehicle and a generator drive source. . Furthermore, the drive source is an engine and a motor generator, and any vehicle that can travel with the power of the motor generator (whether the engine is stopped or not stopped) may be used. (It is not limited to so-called series type or parallel type hybrid vehicles). Furthermore, the vehicle is not limited to the hybrid vehicle as long as it has a function of charging the battery for running from the outside, and may be an electric vehicle, for example.

  This battery is a nickel metal hydride battery or a lithium ion battery, and the type thereof is not particularly limited. The power storage mechanism may be a capacitor instead of a battery.

  This hybrid vehicle includes an engine 120 and a motor generator (MG) 140. In the following, for convenience of explanation, the motor generator 140 is expressed as a motor generator 140A (or MG (2) 140A) and a motor generator 140B (or MG (1) 140B). Accordingly, motor generator 140A functions as a generator, or motor generator 140B functions as a motor. Regenerative braking is performed when this motor generator functions as a generator. When the motor generator functions as a generator, the kinetic energy of the vehicle is converted into electric energy, and the vehicle is decelerated.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and transmits a drive of the drive wheels 160 to the engine 120 and the motor generator 140, and an engine. Power split mechanism (for example, a planetary gear mechanism described later) 200 that distributes the power generated by 120 to two paths of drive wheel 160 and motor generator 140B (MG (1) 140B), and motor generator 140 for driving Traveling battery 220 for charging electric power, and inverter that performs current control while converting the direct current of traveling battery 220 and the alternating current of motor generator 140A (MG (2) 140A) and motor generator 140B (MG (1) 140B) 240 and charging / discharging of traveling battery 220 A battery control unit (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260 for managing and controlling the state (for example, SOC), an engine ECU 280 for controlling the operating state of the engine 120, and a motor generator 140 according to the state of the hybrid vehicle. MG_ECU 300 that controls battery ECU 260, inverter 240, and the like, and HV_ECU 320 that controls the entire hybrid system so that the hybrid vehicle can operate most efficiently by mutually managing and controlling battery ECU 260, engine ECU 280, MG_ECU 300, and the like. The SOC is calculated by current integration measurement or open circuit voltage (OCV) measurement.

  In the present embodiment, boost converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of battery for traveling 220 is lower than the rated voltage of motor 140A (MG (2) 140A) or motor generator 140B (MG (1) 140B), so that motor generator 140A (MG (2) When power is supplied to 140A) or motor generator 140B (MG (1) 140B), the boost converter 242 boosts the power.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320 are integrated as shown by a dotted line in FIG. 1). An example of this is the ECU.

  In power split mechanism 200, a planetary gear mechanism (planetary gear) is used to distribute the power of engine 120 to both drive wheel 160 and motor generator 140B (MG (1) 140B). By controlling the rotation speed of motor generator 140B (MG (1) 140B), power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the carrier (C), which is output to the motor generator 140B (MG (1) 140B) by the sun gear (S), and the motor generator 140A (MG (2) 140A) and output by the ring gear (R). It is transmitted to the shaft (drive wheel 160 side). When the rotating engine 120 is stopped, the engine 120 is rotating. Therefore, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B (MG (1) 140B), and the rotational speed of the engine 120 is reduced. Let

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, if a predetermined condition is satisfied for the state of the vehicle, HV_ECU 320 uses only motor generator 140A (MG (2) 140A) of motor generator 140 to hybrid vehicle. The engine 120 is controlled via motor generator 140A (MG (2) 140A) and engine ECU 280 so that the vehicle travels as follows. For example, the predetermined condition is a condition that the SOC of traveling battery 220 is equal to or greater than a predetermined value. In this way, the hybrid vehicle can be driven only by the motor generator 140A (MG (2) 140A) when the engine 120 is inefficient at the time of starting or running at a low speed. As a result, the SOC of the traveling battery 220 can be reduced (the traveling battery 220 can be charged when the vehicle is subsequently stopped).

  Further, during normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the motor generator 140B (MG (1) 140B) is driven to generate power. To do. At this time, motor generator 140A (MG (2) 140A) is driven by the generated electric power to assist driving of driving wheels 160. Further, at the time of high speed traveling, the electric power from the traveling battery 220 is further supplied to the motor generator 140A (MG (2) 140A) to increase the output of the motor generator 140A (MG (2) 140A) to the driving wheel 160. To add driving force. On the other hand, at the time of deceleration, motor generator 140 </ b> A (MG (2) 140 </ b> A) driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 is reduced and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by motor generator 140B (MG (1) 140B), and traveling battery 220 is increased. Increase the amount of charge for.

  In addition, the target SOC of traveling battery 220 is normally set to about 60% so that energy can be recovered no matter when regeneration is performed. Further, the upper limit value and the lower limit value of the SOC are set, for example, with the upper limit value set to 80% and the lower limit value set to 30% in order to suppress the deterioration of the battery of the traveling battery 220. The HV_ECU 320 is set via the MG_ECU 300. Thus, power generation and regeneration by the motor generator 140 and motor output are controlled so that the SOC does not exceed the upper limit value and the lower limit value. In addition, the value quoted here is an example and is not a particularly limited value.

  The hybrid vehicle further includes an AC / DC converter 222 and a connector 224 as an external charging function.

  AC / DC converter 222 operates in response to a command signal from HV_ECU 320, converts electric power from commercial power supply 228 applied to connector 224 into a voltage level of traveling battery 220, and outputs the voltage to traveling battery 220. The connector 224 is a terminal for inputting power from the commercial power source 228 when the traveling battery 220 is charged using the commercial power source 228 in the vehicle stop mode. When the traveling battery 220 is charged using the commercial power source 228, the connector 226 on the commercial power source 228 side is connected to the connector 224, and the commercial voltage of the commercial power source 228 is applied to the connector 224.

  Further, a step-down converter 400 is connected to the traveling battery 220 of the hybrid vehicle, and electric power is supplied to the accessory 402 and the electric air conditioner 404 which are vehicle auxiliary machines via the step-down converter 400. This step-down converter 400 reduces the voltage from, for example, 288 V, which is the rated voltage of battery for traveling 220, to 42 V or 12 V. Note that these voltage values are examples, and the present invention is not limited to these voltage values.

  Further, the operation of the accessory 402 and the electric air conditioner 404 is configured to be controllable by the HV_ECU 320. When the hybrid vehicle is charging the traveling battery 220 using the external commercial power source 228, if the power of the traveling battery 220 is consumed by the operation of the accessory 402 or the electric air conditioner 404, the charging efficiency is lowered. To do. The HV_ECU 320 detects such a state and notifies the user using the display device 500. The display device 500 is, for example, a liquid crystal panel mounted on an instrument panel or a warning indicator lamp.

  The power split mechanism 200 will be further described with reference to FIG. The power split mechanism 200 includes a sun gear (S) 202 (hereinafter simply referred to as the sun gear 202), a pinion gear 204, a carrier (C) 206 (hereinafter simply referred to as the carrier 206), and a ring gear (R) 208 ( Hereinafter, it is composed of a planetary gear including a ring gear 208).

  Pinion gear 204 is engaged with sun gear 202 and ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of MG (1) 140B. Carrier 206 is connected to the crankshaft of engine 120. Ring gear 208 is connected to the rotation shaft of MG (2) 140A and reduction gear 180.

  Engine 120, MG (1) 140B and MG (2) 140A are connected via power split mechanism 200 formed of a planetary gear, so that the rotational speeds of engine 120, MG (1) 140B and MG (2) 140A Are connected by a straight line in the nomograph.

  In the hybrid vehicle shown in FIGS. 1 and 2, the power of traveling battery 220 is consumed via step-down converter 400 when traveling battery 220 is charged using external commercial power supply 228. And charging efficiency falls. The HV_ECU 320 is characterized in that it detects such a state and notifies the user to stop the operation of the accessory 402 and the electric air conditioner 404. In addition, if the user does not stop the operation of the accessory 402 or the electric air conditioner 404 after that, the HV_ECU 320 stops the operation of the accessory 402 or the electric air conditioner 404 after notifying the user to improve the charging efficiency. It is characterized by improving it. Such control is realized by hardware mainly composed of a configuration of a digital circuit or an analog circuit, or software mainly composed of a CPU and a memory included in the ECU and a program read from the memory and executed by the CPU. It is possible. In general, it is said that it is advantageous in terms of operation speed when realized by hardware, and advantageous in terms of design change when realized by software. Below, the case where a control apparatus is implement | achieved as software is demonstrated. Note that a recording medium on which such a program is recorded is also an embodiment of the present invention.

  With reference to FIG. 3, a control structure of a program executed by HV_ECU 320 which is the control device according to the present embodiment will be described. Note that this program is repeatedly executed at a predetermined cycle time. Furthermore, it is assumed that the flowchart shown in FIG. 3 starts after the system is started.

  In step (hereinafter, step is referred to as S) 1000, HV_ECU 320 determines whether or not it is detected that charging of traveling battery 220 using external commercial power source 228 has been started. When it is detected that charging of traveling battery 220 is started (YES in S1000), the process proceeds to S2000. If not (NO in S1000), the process returns to S1000 and waits until it is detected that charging of battery for traveling 220 has been started.

  In S2000, HV_ECU 320 calculates the SOC of battery for traveling 220. In this calculation, as described above, it is calculated by current integration measurement or open-circuit voltage measurement in the traveling battery 220.

  In S3000, HV_ECU 320 calculates the SOC increase rate of battery for traveling 220. At this time, for example, the HV_ECU 320 increases the SOC of the traveling battery 220 based on the difference between the SOC of the traveling battery 220 calculated during the previous processing of this subroutine program and the SOC of the traveling battery 220 calculated during the current processing. Calculate the rate. It is assumed that the charging power amount from the commercial power source 228 to the traveling battery 220 is larger than the discharging power amount from the traveling battery 220 to the in-vehicle accessory 402 and the electric air conditioner 404. For this reason, it is not assumed here that the SOC increase rate becomes a negative value. However, when the SOC increase rate is a negative value, it does not indicate that the application of the present invention is excluded.

  In S4000, HV_ECU 320 determines whether or not the SOC increase rate of battery for traveling 220 is greater than threshold value (1). This threshold value (1) is determined in consideration of the charging time of the running battery 220 that is allowed by the user. If the SOC increase rate of battery for traveling 220 is greater than threshold value (1) (YES in S4000), the process proceeds to S6000. If not (NO in S4000), the process proceeds to S5000.

  In S5000, HV_ECU 320 displays a warning on display device 500. The display content at this time is not particularly limited as long as the user can recognize that the power consumption by the auxiliary device is large during charging of the traveling battery 220 and is longer than the scheduled time for charging. Thereafter, the process proceeds to S6000.

  In S6000, HV_ECU 320 determines whether or not a predetermined time has elapsed after S4000 or S5000. For example, the predetermined time is set to a time when it is predicted that the user who has recognized the warning displayed on the display device 500 has stopped using the in-vehicle accessory 402 or the electric air conditioner 404 that uses the power of the battery for traveling 220. Is done. If the predetermined time has elapsed (YES in S6000), the process proceeds to S7000. If not (NO in S6000), the process returns to S6000 and waits until a predetermined time elapses.

  In S7000, HV_ECU 320 calculates the SOC increase rate again. Since this process is the same as the process of S3000, detailed description thereof will not be repeated here.

  At S8000, HV_ECU 320 determines whether or not the SOC increase rate of battery for traveling 220 is greater than a threshold value (2). This threshold value (2) is a value smaller than threshold value (1), for example, and is determined in consideration of the time during which the charging time of traveling battery 220 is extremely long. If the SOC increase rate of battery for traveling 220 is greater than threshold value (2) (YES in S8000), this process ends. If not (NO in S8000), the process proceeds to S9000. The magnitude relationship between the threshold value (1) and the threshold value (2) is not limited.

  In S9000, HV_ECU 320 turns off in-vehicle accessory 402 and electric air conditioner 404, which are auxiliary devices (other than charging) that use the power of battery for traveling 220. Even when the AC / DC converter 222 is operated by electric power from the traveling battery 220 (in many cases, it is operated by an auxiliary battery of a lead storage battery different from the traveling battery), the traveling The AC / DC converter 222 is activated to charge the industrial battery 220 using the commercial power source 228. Thereafter, this process ends.

  An external charging operation of this hybrid vehicle controlled by HV_ECU 320, which is a control device according to the present embodiment, based on the above-described structure and flowchart will be described.

  The hybrid vehicle with the external charging function is stopped, the vehicle-side connector 226 is connected to the vehicle-side connector 224, and charging of the traveling battery 222 by the commercial power source 228 is started (YES in S1000). The SOC of traveling battery 220 is calculated (S2000), and the SOC increase rate is calculated using the previously calculated SOC (S3000).

  When the user uses the in-vehicle accessory 402 or the electric air conditioner 404 that uses the traveling battery 220 as a power source, the traveling battery 220 is discharged while being charged, so the SOC increase rate is a threshold value. (1) It becomes the following (NO in S4000). In other words, it is predicted that it will take longer than the charge time allowed by the user. In such a case, the display device 500 displays “External charging. Turn off the on-board accessory and electric air-conditioner light” on the LCD panel (information display), or the external charging warning light lights. Or blink.

  When the user who has recognized the content displayed on the display device 500 turns off the in-vehicle accessory 402 or the electric air conditioner 404 that uses the traveling battery 220 as a power source, the traveling battery 220 is not discharged to the in-vehicle accessory 402 or the electric air conditioner 404. The SOC increase rate increases (YES in S8000). Therefore, the charging of the traveling battery 220 is completed in a charging time that can be allowed by the user.

  On the other hand, the user who recognizes the content displayed on the display device 500 does not turn off the in-vehicle accessory 402 or the electric air conditioner 404 that uses the battery 220 for traveling as a power source, or the user recognizes the content displayed on the display device 500. If not, discharging continues from battery for traveling 220 to in-vehicle accessory 402 and electric air conditioner 404, and the SOC increase rate does not increase (NO in S8000). Therefore, the on-vehicle accessory 402 and the electric air conditioner 404 are forcibly turned off (S9000). At this time, it is also desirable to display on the display device 500 that the on-vehicle accessory 402 or the electric air conditioner 404 has been forcibly turned off. As a result, the charging of the traveling battery 220 is completed within a charging time that can be allowed by the user.

  As described above, according to the control device according to the present embodiment, it is possible to charge the battery for traveling without causing the user to feel uncomfortable during external charging.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of an entire hybrid vehicle including a control device according to an embodiment of the present invention. It is a figure which shows a power split mechanism. It is a flowchart which shows the control structure of the program performed by HV_ECU of FIG.

Explanation of symbols

  120 Engine, 140 Motor generator, 160 Drive wheel, 180 Reducer, 200 Power split mechanism, 220 Traveling battery, 222 AC / DC converter, 224, 226 connector, 228 Commercial power supply, 240 Inverter, 242 Boost converter, 260 Battery ECU 280 Engine ECU, 300 MG_ECU, 320 HV_ECU, 400 Step-down converter, 500 Display device.

Claims (3)

A vehicle charge control device capable of charging a power storage mechanism for travel using an external power source,
The vehicle is equipped with an electric device that is operated by supplying power from the power storage mechanism for traveling,
The charge control device includes:
An output means for outputting information so that a passenger of the vehicle can recognize;
When the traveling power storage mechanism is charged using the external power source, the output means is configured to output information indicating that charging is not good if the degree of charging is not good due to use of the electric device. A charge control device for a traveling power storage mechanism, including a control means for controlling.   The charge control device further includes means for stopping the operation of the electric device if the degree of charge is not good even after the information indicating that the degree of charge is not good is output to the output means. The charge control device for a power storage mechanism for traveling according to claim 1. The power storage mechanism is a secondary battery,
The charge control device for a traveling power storage mechanism according to claim 1, wherein the degree of charging is determined based on SOC.

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