JP2007223560A - Charging controller for hybrid car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide the charging controller of a hybrid car for efficiently supplying a power to a low voltage accumulation part. <P>SOLUTION: This hybrid car is provided with a power generation part 11 to be driven by an engine 1; an electricity accumulation part 13 for traveling for accumulating a power generated by the power generation part 11, and for outputting a power for traveling; a low voltage accumulation part 15 for supplying a power to at least a portion of an electric and electronic component 20, whose output voltage is lower than that of the electricity accumulation part 13 for traveling; and a transformation part 14 for supplying the output of either the power generation part 11 or the electricity accumulation part 13 for traveling to the low voltage accumulation part 15 by decreasing the voltage. A charging controller 16 of a hybrid car for controlling the transformation part 14 is configured to improve the output of the transformation part 14 according to the decrease in the residual power quantity of the electricity accumulation part 13 for traveling when power generation is performed by using the power of the engine 1 by the power generation part 11. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a charging control device for a hybrid vehicle including a traveling power storage unit and a low-voltage power storage unit that supplies power to electrical components and the like.

  An engine electric hybrid vehicle (hereinafter simply referred to as “hybrid vehicle”) uses regenerative energy generated during braking of the vehicle and surplus output of the engine by a generator connected to a part of a power train including the engine and transmission. The power is generated and the battery is charged, and at the time of acceleration or the like, the charged power is supplied to the drive motor for use. Moreover, a motor generator which is a common rotating electric machine may be used for such a generator and a driving motor.

  The hybrid vehicle as described above uses, for example, a high-voltage battery having a rated voltage of 100 V or higher (such as 172 V) as a running battery that accumulates driving power, and for supplying power to other electrical components, for example, A low voltage battery with a rating of 12V or the like is used.

Conventionally, a hybrid vehicle is known that determines whether or not the driving conditions have good power generation efficiency in order to efficiently charge the high voltage battery, and prohibits power generation in the case of driving conditions with low power generation efficiency ( For example, see Patent Document 1).
Conventionally, in an electric vehicle having a main battery for driving and an auxiliary battery for driving an auxiliary machine, the output voltage of the DC / DC converter that charges the auxiliary battery is lowered in accordance with a decrease in the remaining capacity of the main battery. What is made to be known is known (for example, refer patent document 2).
JP 2001-268709 A Japanese Examined Patent Publication No. 7-57041

The hybrid vehicle is required to efficiently charge the low-voltage battery because the energy used for charging the low-voltage battery also affects the fuel consumption rate of the entire vehicle.
The subject of this invention is providing the charge control apparatus of the hybrid vehicle which supplies the electric power to a low voltage electrical storage part efficiently.

The present invention solves the above-described problems by the following means.
According to a first aspect of the present invention, a power generation unit driven by an engine, a power storage unit that outputs power for traveling while accumulating power generated by the power generation unit, and supplies power to at least a part of the electrical components A low-voltage power storage unit whose output voltage is lower than that of the travel power storage unit, and a transformer that supplies the low-voltage power storage unit with the output of at least one of the power generation unit and the travel power storage unit reduced in voltage. In a hybrid vehicle charging control device for controlling the transformer unit, the remaining electric energy of the traveling power storage unit is generated when the power generation unit generates power using the power of the engine. The charging control device for a hybrid vehicle is characterized in that the output of the transformer section is improved in accordance with the decrease in the power.

According to a second aspect of the present invention, in the charging control device for a hybrid vehicle according to the first aspect, the traveling is performed when the power generation unit performs regenerative power generation by a driving force transmitted from a wheel side via a driving force transmission device. A charging control device for a hybrid vehicle, wherein the output of the transformer unit is improved in accordance with an increase in the remaining power amount of the power storage unit.
According to a third aspect of the present invention, in the charging control device for a hybrid vehicle according to the first or second aspect, when the hybrid vehicle drives the wheel by a motor unit that drives the wheel, the traveling power storage unit The charging control device for a hybrid vehicle is characterized in that the output of the transformer is improved in accordance with an increase in the remaining power amount.
According to a fourth aspect of the present invention, in the charging control device for a hybrid vehicle according to the third aspect, the power generation unit and the motor unit are a common rotating electric machine.
According to a fifth aspect of the present invention, in the charging control device for a hybrid vehicle according to the third or fourth aspect, the power storage unit for traveling is configured to perform the power generation by the power generation unit and the drive of the motor unit. In the hybrid vehicle charging control device, the output of the transformer is improved in accordance with an increase in the amount of remaining power.

According to a sixth aspect of the present invention, in the charging control device for a hybrid vehicle according to the second aspect, when the traveling power storage unit is discharged, the output of the transformer unit is increased according to the increase in the remaining power amount of the traveling power storage unit. In this case, the charge control device for a hybrid vehicle is characterized in that the output of the transformer unit with respect to a predetermined remaining power amount of the traveling power storage unit in this case is reduced as compared with the case where the regenerative power generation is performed. .
A seventh aspect of the present invention is the charge control device for a hybrid vehicle according to the sixth aspect, wherein when the traveling power storage unit is discharged, the output of the transformer unit with respect to a predetermined remaining power amount of the traveling power storage unit is obtained. A charge control device for a hybrid vehicle, wherein the charge control device is configured to decrease in accordance with an increase in discharge power of a traveling power storage unit.

According to the present invention, the following effects can be obtained.
(1) When the power generation unit performs power generation using engine power, the engine for charging the travel power storage unit by improving the output of the transformer unit according to the decrease in the remaining power amount of the travel power storage unit When the battery is in a high load state, charging of the low voltage power storage unit is promoted. When the engine is normally in a high load state, the pumping loss is reduced and the thermal efficiency is improved. Therefore, by promoting the charging of the low voltage power storage unit in the high load state, the electric power used for this charge can be generated with high fuel efficiency. Can do.
(2) When the power generation unit performs regenerative power generation, the power storage unit for travel is close to full charge and is obtained by regenerative power generation by improving the output of the transformer unit according to the increase in the remaining power amount of the power storage unit for travel. Even when the generated electric power cannot be sufficiently absorbed, a sudden change in the braking feeling of the regenerative brake can be prevented by absorbing the electric power in the low voltage power storage unit. Further, when the remaining power amount of the traveling power storage unit is small, the traveling power storage unit can be preferentially charged by reducing the output of the transformer unit.
(3) When driving by the motor unit, the surplus power of the traveling power storage unit is reduced when the remaining power amount is large by improving the output of the transformer unit according to the increase in the remaining power amount of the traveling power storage unit. In addition to charging the low-voltage power storage unit by utilizing it, when the remaining power amount is small, it is possible to suppress the power supply to the low-voltage power storage unit and ensure the amount of power that can be supplied to the motor unit.
(4) When both the power generation by the power generation unit and the driving of the motor unit are not performed, the output of the transformer unit is improved in accordance with the increase in the remaining power amount of the power storage unit for traveling, and the vehicle travels when the remaining power amount is large. The surplus power of the power storage unit is used to charge the low-voltage power storage unit, and when the remaining power amount is small, the further decrease can be suppressed.
(5) Since the output of the transformer with respect to the predetermined remaining power amount of the traveling power storage unit is lower during discharging than when the traveling power storage unit is charged by regenerative power generation, the remaining of the traveling power storage unit Even if the amount of electric power is the same, by recharging the low voltage power storage unit by promoting charging to the low voltage power storage unit, the regenerative energy can be absorbed and by suppressing charging to the low voltage power storage unit during discharging. The remaining power amount of the traveling power storage unit can be preserved.
(6) When the traveling power storage unit is discharged, the motor drive increases the discharge power by reducing the output of the transformer relative to the remaining power amount of the traveling power storage unit according to the increase in the discharge power of the traveling power storage unit. In some cases, the above-described effect of preserving the remaining electric power can be improved as compared with the case where the motor is not driven.

  An object of the present invention is to provide a charging control device for a hybrid vehicle that efficiently supplies power to a low-voltage power storage unit, according to an increase in SOC of a high-voltage battery when generating power using engine power. This is solved by lowering the output voltage of the Dc / Dc converter that supplies power to the low voltage battery.

Embodiments of a hybrid system including a charging control device for a hybrid vehicle to which the present invention is applied will be described below.
FIG. 1 is a block diagram showing the configuration of the hybrid system. In FIG. 1, solid lines between components indicate mechanical connections, broken lines indicate connections by power supply lines, and alternate long and short dash lines indicate connections by electric signal lines.
The hybrid vehicle of the present embodiment is a passenger car including an engine 1, a transmission 2, a differential gear 3, drive wheels 4, and a hybrid system 10.

The engine 1 is, for example, a 4-stroke gasoline engine, and adjusts the output by restricting an intake pipe (not shown) with a throttle valve (not shown) at the time of partial load.
The transmission 2 is a transmission unit that decelerates or increases the speed of the output of the engine 1 and has a stepped or continuously variable transmission function that changes the deceleration (acceleration) ratio. Further, a motor generator 11 described later is inserted between the engine 1 and the transmission 2. The transmission 2 forms a driving force transmission device in cooperation with the differential gear 3.
The differential gear 3 further performs final deceleration with respect to the output of the transmission 2 and distributes driving force to the left and right drive wheels 4. The differential gear 3 has a differential function that absorbs the difference in the rotational speeds of the left and right drive wheels 4 when the vehicle is turning.
The driving wheels 4 are wheels that are provided on the left and right sides of the vehicle, respectively, and transmit driving force to the road surface. The drive wheel 4 is connected to the differential gear 3 via a drive shaft.

The hybrid system 10 is an engine-electric parallel hybrid system, and includes a motor generator 11, an inverter 12, a traveling battery 13, a Dc / Dc converter 14, an electrical component battery 15, and a controller 16.
The motor generator 11 is a rotating electrical machine that is inserted between the engine 1 and the transmission 2. The motor generator 11 is driven by an input from the engine 1 or the transmission 2 and functions as a power generation unit that generates power, and also functions as a motor unit that receives power supply from the inverter 12 and drives an input shaft (not shown) of the transmission 2. To do.

  The inverter 12 is an inverse conversion device that converts the DC power output from the traveling battery 13 into alternating current and supplies the alternating current to the motor generator 11, and converts the alternating current power generated by the motor generator 11 into direct current to travel the battery. 13 and also functions as a rectifier for supplying to the Dc / Dc converter 14.

The traveling battery 13 is a high-voltage power storage unit that accumulates electric power (traveling electric power) used when driving the vehicle with the motor generator 11, and is, for example, a manganese-based lithium ion battery having a rated output voltage of about 173V. Secondary batteries such as are provided.
The traveling battery 13 is charged by the electric power generated by the motor generator 11 and rectified by the inverter 12. The electric power discharged from the traveling battery 13 is converted into alternating current by the inverter 12 and used for driving the motor generator 11, and also supplied to the Dc / Dc converter 14.

  The Dc / Dc converter 14 is a transformer that receives DC power output from the inverter 12 or the traveling battery 13 and supplies the DC power to the electrical component battery 15 and the electrical component 20 by reducing the voltage. The Dc / Dc converter 14 steps down an input voltage of about 173 V, for example, to an arbitrary voltage within a range of 12 to 14 V, for example, and outputs it by a known PWM control according to a control signal from the controller 16. is there. This PWM control is a control method in which the difference between the target voltage and the actual output voltage is integrated, a switching signal of the internal switch is generated based on the integration result, and the output voltage is adjusted.

The battery 15 for electrical components is a low-voltage power storage unit that supplies power to an electrical component 20 to be described later, and is, for example, a lead storage battery having a rated output voltage of 12V and a charging voltage of about 14V at maximum.
The electrical component battery 15 is charged by the output of the Dc / Dc converter 14.

The controller 16 is a control device that controls the inverter 12 and the Dc / Dc converter 14. The controller 16 controls the inverter 12 to adjust the power generation amount when the motor generator 11 functions as a power generation unit, and the assist amount when this functions as a motor unit for assist driving. The controller 16 also functions as a charge control device that detects the state of charge (SOC) of the traveling battery 13 and adjusts the output voltage of the Dc / Dc converter 14 in accordance with the SOC. The function as the charge control device will be described in detail later.
Here, the SOC is a parameter that correlates with the remaining power amount accumulated in the traveling battery 13.

  The vehicle further includes an electrical component 20. The electrical component 20 has a rated input voltage set to about 12 V, and includes, for example, various ECUs, sensors, lights, starter motors, actuators for electric power steering, audio navigation systems, and the like.

Next, an output control method of the Dc / Dc converter 14 performed by the controller 16 as a charge control device in the hybrid system 10 described above will be described.
FIG. 2 is a flowchart showing this output control method. Hereinafter, the steps will be described step by step.

<Step S01: Determination of Motor Generator Power Generation>
The controller 16 determines whether or not the motor generator 11 is currently generating power. If the power is being generated, the controller 16 proceeds to step S02. If not, the controller 16 proceeds to step S05.
<Step S02: Regenerative condition satisfaction determination>
The controller 16 determines whether or not the running condition of the vehicle satisfies a preset regeneration condition, and when the condition is satisfied, the vehicle 16 is transmitted from the drive wheels 4 via the transmission 2 or the like when the vehicle is decelerated. It is determined that the motor generator 11 is in a regenerative power generation state in which the power is generated by the generated force, and the process proceeds to step S04. On the other hand, when the regenerative condition is not satisfied, it is determined that the engine is in the power generation state in which power generation is performed using the output of the engine 1, and the process proceeds to step S03.
Here, the regenerative condition includes, for example, a driver's estimated requested driving force and an operating state of the brake pedal, which are obtained in response to a throttle operation (not shown), and the estimated requested driving force is smaller than a predetermined value and the brake pedal is operated. If it is, the regenerative power generation state is determined.
The regenerative power generation state is a state where the motor generator 11 converts the kinetic energy of the vehicle into electric power, and the torque absorbed by the motor generator 11 acts as a braking force of the regenerative brake.

<Step S03: Dc / Dc converter output setting during engine power generation>
The controller 16 sets the output voltage of the Dc / Dc converter 14 in accordance with the SOC of the traveling battery 13 based on the preset correlation between the SOC and the output voltage during engine power generation.
FIG. 3 is a graph showing the correlation between the SOC of the traveling battery 13 and the output voltage of the Dc / Dc converter 14. The solid line, the broken line, the alternate long and short dash line in FIG. It shows the correlation during power generation, assist, and zero torque.
During engine power generation, when the SOC is within a predetermined intermediate range, the output voltage of the Dc / Dc converter 14 decreases linearly from 14V as the SOC increases, and finally becomes 12V. In the range where the SOC is smaller than the intermediate range, the output voltage is constant at 14V, and in the range where the SOC is larger than the intermediate range, the output voltage is constant at 12V.

<Step S04: Dc / Dc converter output setting during regenerative power generation>
The controller 16 sets the output voltage of the Dc / Dc converter 14 in accordance with the SOC of the traveling battery 13 based on the correlation between the SOC and the output voltage at the time of preset regenerative power generation.
As shown in FIG. 3, during regenerative power generation, when the SOC is within a predetermined intermediate range, the output voltage of the Dc / Dc converter 14 increases linearly from 12 V as the SOC increases, and finally Becomes 14V. In the range where the SOC is smaller than the intermediate range, the output voltage is constant at 12V, and in the range where the SOC is larger than the intermediate range, the output voltage is constant at 14V.

<Step S05: Determination of presence / absence of motor assist>
The controller 16 determines whether or not the motor generator 11 is supplied with electric power from the inverter 12 and the motor generator 11 is driven. If the motor generator 11 is being driven, it is determined that the motor generator 11 is in the assist state, and the process proceeds to step S06. If the motor generator 11 is not being driven, the motor generator 11 is in a zero torque state in which neither power generation nor driving is performed. Determination is made and the process proceeds to step S07.

<Step S06: Dc / Dc converter output setting during assist>
The controller 16 sets the output voltage of the Dc / Dc converter 14 according to the SOC of the traveling battery 13 based on the correlation between the SOC and the output voltage at the preset assist time.
As shown in FIG. 3, at the time of assist, as in the above-described regenerative power generation, when the SOC is within a predetermined intermediate range, the output voltage of the Dc / Dc converter 14 increases linearly from 12 V as the SOC increases. Will eventually increase to 14V. In the range where the SOC is smaller than the intermediate range, the output voltage is constant at 12V, and in the range where the SOC is larger than the intermediate range, the output voltage is constant at 14V.
However, at the time of assist, the intermediate range in which the output voltage changes according to the SOC, the width and the slope of the output voltage with respect to the SOC are substantially the same, but the SOC shifts higher in the above-described regenerative power generation. is doing. As a result, during assist, there is a range in which the output voltage with respect to a predetermined SOC value is lower than during regenerative power generation.

<Step S07: Zero torque Dc / Dc converter output setting>
The controller 16 sets the output voltage of the Dc / Dc converter 14 according to the SOC of the traveling battery 13 based on the correlation between the SOC and the output voltage at the time of preset zero torque.
As shown in FIG. 3, at the time of zero torque, the output voltage of the Dc / Dc converter 14 increases from 12 V to the increase of SOC when the SOC is within a predetermined intermediate range, similar to the above-described regenerative power generation and assist. In response, it increases linearly and finally becomes 14V. In the range where the SOC is smaller than the intermediate range, the output voltage is constant at 12V, and in the range where the SOC is larger than the intermediate range, the output voltage is constant at 14V.
At zero torque, the intermediate range in which the output voltage changes according to the SOC, the width and the slope of the output voltage with respect to the SOC are substantially the same as during regenerative power generation and assist, but the position is the same as during regenerative power generation. It is set to be in the middle of assist. As a result, at zero torque, a range in which the output voltage with respect to a predetermined SOC value is lower than that at the time of regenerative power generation and a range where the output voltage is higher than at the time of assist are generated. Duplicate in part.
In addition, after execution of steps S03, S04, S06, and S07 described above, the controller 16 returns to step S01 again and repeats the subsequent processing. (return)

According to the present embodiment, the following effects can be obtained.
(1) During engine power generation, when the engine 1 is in a high load state in order to charge the traveling battery 13 by increasing the output voltage of the Dc / Dc converter 14 in accordance with the decrease in the SOC of the traveling battery 13 In addition, charging of the electrical component battery 15 can be promoted. In this way, the throttle valve of the engine 1 is opened and the charging of the electrical component battery 15 is promoted in a state where the pumping loss is reduced and the thermal efficiency is improved. This can improve the actual driving fuel consumption of the vehicle as a whole.
(2) At the time of regenerative power generation, the output voltage of the Dc / Dc converter 14 is improved in accordance with the increase in the SOC of the travel battery 13, so that the travel battery 13 is nearly fully charged and the power obtained by the regenerative power generation is reduced. Even when the electric power cannot be sufficiently absorbed, a sudden change in the braking feeling of the regenerative brake can be prevented by causing the electric component battery 15 to absorb this electric power.
Further, when the SOC of the traveling battery 13 is small, the output voltage of the Dc / Dc converter 14 is reduced to suppress the charging of the battery 15 for the electrical component and preferentially charge the traveling battery 13. be able to.
(3) At the time of assisting, by improving the output of the Dc / Dc converter 14 in accordance with the increase in the SOC of the traveling battery 13, the surplus power of the traveling battery 13 is utilized when the SOC is large, and the battery for electrical components 15, and when the SOC is low, charging to the electrical component battery 15 can be suppressed to ensure the amount of power that can be supplied to the motor generator 11.
(4) At the time of zero torque, the output voltage of the Dc / Dc converter 14 is improved in accordance with the increase in the SOC of the traveling battery 13, so that the surplus power of the traveling battery 13 is utilized when the SOC is large. While the battery 15 is charged, if the SOC is low, further reduction of the SOC can be suppressed.
(5) Since the output of the Dc / Dc converter 14 with respect to a predetermined SOC of the traveling battery 13 is lower at the time of discharging such as at the time of assist and zero torque than at the time of regenerative power generation, the SOC of the traveling battery 13 is reduced. Even in the same case, the rechargeable energy can be absorbed by promoting the charging of the electric component battery 15 during regeneration, and the charging of the electric component battery 15 is suppressed during these discharges. As a result, the remaining power amount of the traveling battery 13 can be preserved.
(6) When the traveling battery is discharged, by setting the output of the Dc / Dc converter 14 with respect to the SOC of the traveling battery 13 to be lower at the time of assist than at the time of zero torque, the discharge power (current value) is reduced. At the time of assist that becomes larger, it is possible to improve the effect of preserving the remaining amount of electric power than when zero torque when the discharge power is small.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configurations of the charging control device, the hybrid system, and the hybrid vehicle are not limited to those in the embodiment, and can be changed as appropriate.
For example, in the embodiment, a battery is used as the power storage unit, but power storage means other than a battery such as a capacitor may be used instead of the battery or in combination with the battery.
Moreover, although the Example uses the lead storage battery whose charging voltage is about 14V and a rated output voltage is about 12V as a low voltage electrical storage part, for example, the number of cells is increased, a charging voltage is about 42V and a rated output voltage is about You may use what was about 36V.
Similarly, the battery for traveling is not limited to the battery of the embodiment, and for example, a battery having a rated output voltage of 200 V or more may be used.
Furthermore, the type of each battery is not limited to that of the embodiment, and other types of batteries such as a nickel metal hydride battery and a lithium ion battery may be used.
(2) Although the hybrid system of the embodiment is of a parallel hybrid system, the charge control device of the present invention is not limited to this, and is applicable to, for example, a series hybrid system or a series / parallel hybrid system can do.
(3) In the charging control device of the embodiment, the output voltage of the transformer unit is continuously changed according to the remaining power amount of the high-voltage power storage unit. It may be changed.
(4) The charge control device according to the embodiment switches the correlation between the set remaining power amount of the high-voltage power storage unit and the output of the transformer unit step by step at the time of assist and zero torque, but is not limited thereto. Instead, the output of the transformer unit for a predetermined remaining power amount may be continuously changed according to the discharge power of the high voltage power storage unit. According to this, it is possible to obtain an appropriate power conservation effect of the high voltage power storage unit according to the degree of the assist amount.

It is a block diagram which shows the structure of the hybrid system containing the charge control apparatus of the hybrid vehicle to which this invention is applied. It is a flowchart which shows the output control of the Dc / Dc converter by the controller of FIG. It is a graph which shows the correlation with SOC of the battery for driving | running | working in the hybrid system of FIG. 1, and a Dc / Dc converter output.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission 3 Differential gear 4 Drive wheel 10 Hybrid system 11 Motor generator 12 Inverter 13 Battery for traveling 14 Dc / Dc converter 15 Battery for electrical components 16 Controller 20 Electrical component

Claims (7)

A power generation unit driven by an engine;
A power storage unit for traveling that accumulates the power generated by the power generation unit and outputs power for traveling, and
Supplying power to at least a part of the electrical component, and a low-voltage power storage unit whose output voltage is lower than that of the traveling power storage unit;
The hybrid vehicle is provided in a hybrid vehicle including: a power generation unit; and a transformer unit that reduces the voltage of at least one output of the power storage unit and the traveling power storage unit and supplies the output to the low voltage power storage unit, and charging the hybrid vehicle that controls the transformer unit In the control device,
When the power generation unit performs power generation using the power of the engine, the output of the transformer unit is improved in accordance with a decrease in the remaining power amount of the traveling power storage unit. . In the hybrid vehicle charging control device according to claim 1,
When the power generation unit performs regenerative power generation using the driving force transmitted from the wheel side via the driving force transmission device, the output of the transformer unit is improved in accordance with the increase in the remaining power amount of the traveling power storage unit. A charge control device for a hybrid vehicle characterized by the above. In the hybrid vehicle charging control device according to claim 1 or 2,
When the hybrid vehicle drives the wheel by a motor unit that drives the wheel, the hybrid vehicle improves the output of the transformer unit according to the increase in the remaining power amount of the traveling power storage unit. Charge control device. In the hybrid vehicle charging control device according to claim 3,
The power generation unit and the motor unit are a common rotating electric machine. In the charging control device for a hybrid vehicle according to claim 3 or 4,
Charging a hybrid vehicle characterized in that, when neither power generation by the power generation unit nor driving of the motor unit is performed, the output of the transformer unit is improved in accordance with an increase in the remaining power amount of the traveling power storage unit Control device. The charging control device for a hybrid vehicle according to claim 2,
When the traveling power storage unit is discharged, the output of the transformer unit is improved according to the increase in the remaining power amount of the traveling power storage unit, and the predetermined amount of remaining power of the traveling power storage unit in this case A charge control device for a hybrid vehicle, characterized in that the output of the transformer is reduced as compared with the case where the regenerative power generation is performed. The hybrid vehicle charging control device according to claim 6,
A hybrid vehicle characterized in that, when the traveling power storage unit is discharged, the output of the transformer unit with respect to a predetermined remaining power amount of the traveling power storage unit is decreased according to an increase in discharge power of the traveling power storage unit. Charge control device.

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