Charging control device and charging control method

Abstract

The invention provides a charging control device and a charging control method, which can appropriately set the charging amount of a secondary battery when a vehicle is started to be used, and can suppress the deterioration of the secondary battery caused by overcharge. A charge control device mounted in a vehicle having a secondary battery charged by the output power of a generator driven by an engine, the charge control device being provided with: an engine operation time measurement unit for measuring the operation time of the engine during a use period from the start of use of the vehicle to the end of use; an initial charge amount setting unit for setting an initial charge amount when starting to use the vehicle; an initial charge amount setting unit that sets an initial charge amount for supplementing the amount of reduction in the charge amount of the secondary battery from the end of use of the vehicle last time on the basis of the last engine operation time, which is the operation time of the engine measured by the engine operation time measurement unit during the last use period of the vehicle; and a charge control unit that executes initial charge control for charging the secondary battery at the initial charge amount when the use of the vehicle is started.

Description

Technical Field

[0001] The present invention relates to a charging control device and a charging control method. Background Art

[0002] In recent years, research and development has been underway on secondary batteries that contribute to energy efficiency improvements, aiming to ensure sustainable and advanced use of the following energy sources, which are now perceived as suitable and reliable by a wider audience. For example, Patent Document 1 discloses a charge control device that increases the target charge level of a battery, set at engine start, as time passes since the battery was installed in a vehicle.

[0003] [Prior art literature]

[0004] [Patent Document]

[0005] Patent Document 1: Japanese Patent No. 4959511 Summary of the Invention

[0006] [Problems to be Solved by the Invention]

[0007] However, in technologies related to secondary batteries, it is necessary to appropriately set the charge level of the secondary battery at the start of vehicle use, taking into account the reduction in the secondary battery's capacity due to natural discharge and dark current during periods when the vehicle is not in use. While the structure disclosed in Patent Document 1 can set the charge level based on the degradation of the secondary battery over time, the reduction in the secondary battery's capacity also varies depending on the vehicle's usage. Therefore, with the structure described in Patent Document 1, the secondary battery may be overcharged at the start of vehicle use, potentially accelerating its degradation.

[0008] To solve the above-mentioned problems, the present application aims to appropriately set the charge level of a secondary battery at the start of use of a vehicle, thereby suppressing degradation of the secondary battery due to overcharging and further contributing to improved energy efficiency.

[0009] [Means for solving the problem]

[0010] As a first method for achieving the above-mentioned purpose, there can be cited a charging control device, which is mounted on a vehicle having an engine, a generator driven by the engine, and a secondary battery charged by the generator, and controls the charging of the secondary battery by the generator, wherein the charging control device comprises: an engine operating time measuring unit, which measures the operating time of the engine during the period from the start of use of the vehicle to the end of use; an initial charge amount setting unit, which sets an initial charge amount when the vehicle starts to be used, based on the engine operating time measured by the engine operating time measuring unit during the last use of the vehicle, that is, the last engine operating time, the initial charge amount is used to compensate for the reduction in the storage capacity of the secondary battery since the end of the last use of the vehicle; and a charging control unit, which performs initial charging control for charging the secondary battery with the initial charge amount when the vehicle starts to be used.

[0011] In the above-mentioned charge control device, the initial charge amount setting unit may be configured to reduce the initial charge amount as the previous engine operation time is longer.

[0012] In the above-mentioned charging control device, it can also be configured that the initial charge amount setting unit sets the initial charge amount to a first initial charge amount when the last engine operation time is shorter than a first threshold value, and sets the initial charge amount to a second initial charge amount which is less than the first initial charge amount when the last engine operation time is greater than a second threshold value which is longer than the first threshold value.

[0013] In the above-mentioned charging control device, it can also be configured that, when the last engine operating time is within the range from the first threshold to the second threshold, the initial charge amount setting unit gradually reduces the initial charge amount from the first initial charge amount to the second initial charge amount as the last engine operating time becomes longer.

[0014] In the above-mentioned charging control device, it can also be configured as follows: the charging control device includes a secondary battery temperature recognition unit that recognizes the temperature of the secondary battery, and the initial charge amount setting unit sets the initial charge amount based on the temperature of the secondary battery recognized by the secondary battery temperature recognition unit when the vehicle starts to be used.

[0015] In the above-mentioned charge control device, the charge control unit may be configured to forcibly terminate the initial charge control if the initial charge control is not completed within a predetermined time period after the initial charge control is started.

[0016] In the above-mentioned charge control device, the predetermined time may be a fixed time regardless of the last engine operation time.

[0017] As a second method for achieving the above-mentioned purpose, there can be cited a charging control method, which is executed by a charging control device installed in a vehicle having an engine, a generator driven by the engine, and a secondary battery charged by the generator, and controls the charging of the secondary battery by the generator, wherein the charging control method includes: an engine operating time measuring step of measuring the operating time of the engine from the start of use of the vehicle to the end of use; an initial charge amount setting step of setting an initial charge amount when the vehicle is started to be used based on the engine operating time measured by the engine operating time measuring step during the last use of the vehicle, that is, the last engine operating time, the initial charge amount is used to compensate for the reduction in the storage capacity of the secondary battery since the end of the last use of the vehicle; and a charging control step of executing initial charging control of charging the secondary battery with the initial charge amount when the vehicle is started to be used.

[0018] [Effects of the Invention]

[0019] According to the charging control device and charging control method described above, the charge amount of the secondary battery at the start of use of the vehicle can be appropriately set, thereby suppressing deterioration of the secondary battery due to overcharging. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a structural diagram of a vehicle equipped with a charging control device.

[0021] Figure 2 This is an explanatory diagram of the first map for setting the initial charge amount.

[0022] Figure 3 This is an explanatory diagram of the second map for setting the initial charge amount.

[0023] Figure 4 This is a flowchart of a process related to initial charging of a battery.

[0024] Figure 5 This is an explanatory diagram of the first technique related to the present disclosure.

[0025] Figure 6 This is an explanatory diagram of the second technique related to the present disclosure.

[0026] Figure 7 This is an explanatory diagram of the third technique related to the present disclosure. DETAILED DESCRIPTION

[0027] [1. Configuration of the Charging Control Device]

[0028] Reference Figure 1 The configuration of the charging control device of this embodiment will be described. The charging control device of this embodiment is configured as a part of the functions of an ECU (Electronic Control Unit) 1 mounted on a vehicle 100 .

[0029] Vehicle 100 includes an engine 30, which serves as the power source for vehicle 100 and drives drive wheels 32a and 32b; a generator 34, which generates electricity by rotating the engine 30 using the driving force transmitted via a driving force transmission unit 33, converting the AC generated power into DC power for output; and a battery 35, which is charged with the DC power output from generator 34. Battery 35 is, for example, a lead-acid battery, which corresponds to the secondary battery of the present disclosure. Battery 35 may also be another type of secondary battery, such as a lithium-ion battery.

[0030] The DC power output from the battery 35 operates various loads 60 included in the vehicle 100. Examples of loads 60 include lamps and an air conditioner compressor. Furthermore, the vehicle 100 includes an IG switch 40 for turning the ignition of the vehicle 100 on and off, a charging current sensor 50 for detecting the current (charging current) supplied from the generator 34 to the battery 35, a temperature sensor 51 for detecting the temperature of the battery 35, a voltage sensor 52 for detecting the voltage between the terminals of the battery 35, and an output current sensor 53 for detecting the current output from the battery 35 to the loads 60.

[0031] The ECU 1 is connected to the IG switch 40, the charging current sensor 50, the temperature sensor 51, the voltage sensor 52, the output current sensor 53, and the generator 34. An operation signal from the IG switch 40 and detection signals from the charging current sensor 50, the temperature sensor 51, the voltage sensor 52, and the output current sensor 53 are input to the ECU 1. Furthermore, the power generated by the generator 34 is controlled by a control signal output from the ECU 1.

[0032] The ECU 1 is a control device comprising a processor 10, a memory 20, an interface circuit (not shown), and the like. The memory 20 stores a program 21 for controlling the ECU 1 and initial charge level setting data 22 used for setting the initial charge level (described later). The processor 10 reads and executes the program 21 to function as an engine operating time measurement unit 11, an initial charge level setting unit 12, a secondary battery temperature recognition unit 13, and a charge control unit 14.

[0033] The processing performed by the engine operating time measurement unit 11 corresponds to the engine operating time measurement step in the charging control method disclosed herein. The processing performed by the initial charge amount setting unit 12 corresponds to the initial charge amount setting step in the charging control method disclosed herein. The processing performed by the charging control unit 14 corresponds to the charging control step in the charging control method disclosed herein.

[0034] The engine operating time measurement unit 11 measures the operating time of the engine 30 during the use period of the vehicle 100. The use period of the vehicle 100 is the period from when the IG switch 40 is turned on by the user of the vehicle 100 to when the IG switch 40 is turned off. The initial charge amount setting unit 12 sets an initial charge amount, which is a charge amount performed at the start of use of the vehicle 100 to compensate for a decrease in the stored charge of the battery 35 during periods when the vehicle 100 was not in use, based on the engine operating time during the last use period of the vehicle 100 measured by the engine operating time measurement unit 11.

[0035] The initial charge amount setting unit 12 is based on Figure 2 The map M1 shown in which the reduction rate is associated with the operating time of the engine 30 during the last use of the vehicle 100 (last engine operating time) sets the initial charge amount when the vehicle 100 starts to be used. Figure 2 Map M1 is generated by setting the vertical axis to the rate of decrease of the initial charge relative to the baseline charge, and the horizontal axis to the last engine operation time, with the rate of decrease corresponding to the last engine operation time. Map M1 is created based on experimental data from the vehicle, computer simulations, and other methods. Figure 2 The data of the correspondence map M1 is included in the initial charge amount setting data 22 .

[0036] exist Figure 2 In the mapping diagram M1, the reduction rate becomes 1.0 when the last engine operation time is in the range of 0 hours to less than 0.6 hours, the reduction rate gradually decreases when the last engine operation time is in the range of 0.6 hours to 1.1 hours, and the reduction rate becomes 0.0 when the last engine operation time is longer than 1.1 hours. Figure 2 The 0.6 hour is equivalent to the first threshold value of the present disclosure, and the 1.1 hour is equivalent to the second threshold value of the present disclosure.

[0037] The initial charge amount setting unit 12 sets the initial charge amount using the following formula (1).

[0038] Chi=Chb×Sr·····(1)

[0039] Where, Chi is the initial charge capacity, Chb is the base amount of the initial charge capacity, and Sr is the reduction rate.

[0040] The initial charge amount when the last engine operation time is less than 0.6 hours from 0 hours corresponds to the first initial charge amount of the present disclosure, and the initial charge amount when the last engine operation time is longer than 1.1 hours corresponds to the second initial charge amount of the present disclosure.

[0041] The secondary battery temperature recognition unit 13 recognizes the temperature of the battery 35 based on the temperature detection signal of the temperature sensor 51 . Figure 3 The map M2 is shown for determining the rate of decrease relative to the reference charge in consideration of the temperature of the battery 35 identified by the secondary battery temperature identification unit 13. The initial charge amount setting unit 12 may also use Figure 3 The initial charge amount is set using the map M2 shown.

[0042] Figure 3 The mapping diagram M2 sets the vertical axis to the reduction rate and the horizontal axis to the temperature of the battery 35 to illustrate the mapping diagram under the following three conditions: condition C1 corresponds to the range where the last engine operating time is less than 0.6 hours; condition C2 corresponds to the last engine operating time being 0.8 hours; and condition C3 corresponds to the case where the engine operating time is 1.1 hours. Figure 3 The map M2 is set so that the initial charge amount increases as the temperature of the battery 35 increases within a range where the previous engine operation time is relatively short.

[0043] The charging control unit 14 controls the amount of power generated by the generator 34 to adjust the amount of charging current supplied to the battery 35 . When the vehicle 100 starts to be used, the charging control unit 14 performs initial charging control to charge the battery 35 to the initial charge amount set by the initial charge amount setting unit 12 .

[0044] [2. Initial charging of the battery]

[0045] according to Figure 4 The flowchart shown in FIG. 1 illustrates the process related to the initial charging of the battery 35 executed by the ECU 1 when the vehicle 100 starts to be used. Figure 4 In step S1, when the IG switch 40 is turned on, the engine operating time measuring unit 11 advances the process to step S2 and starts measuring the engine operating time during the current use period of the vehicle 100. Figure 1 As shown, in the case where the vehicle 100 is a gasoline vehicle or a diesel vehicle using only the engine as a power source, the engine 30 is started in response to the on operation of the IG switch 40 .

[0046] In the next step S3, the initial charge amount setting unit 12 uses the above-mentioned Figure 2 or Figure 3The mapping diagram shown is used to obtain the reduction rate corresponding to the last engine operation time, and the initial charge amount is calculated by the above formula (1). In the next step S4, the charging control unit 14 starts the initial charging control. In the next step S5, the charging control unit 14 starts a timer for monitoring the elapsed time from the start of the initial charging control. The set time of the timer is equivalent to the prescribed time of the present disclosure. The set time of the timer can be a fixed time or can be set according to the last engine operation time. For example, the longer the last engine operation time is, the longer the set time of the timer is set.

[0047] Through the subsequent loop processing of steps S6 and S10, the charging control unit 14 determines whether the initial charging control is completed in step S6 and whether the timer has expired in step S10. When the initial charging control is completed in step S6, the processing proceeds to step S7 and ends. Figure 4 When the timer expires in step S10, the charge control unit 14 advances the process to step S11, forcibly ends the initial charge control, thereby suppressing overcharging of the battery 35 and advancing the process to step S7.

[0048] [3. Other Implementation Methods]

[0049] In the above embodiment, the vehicle 100 is shown as including the generator 34 driven by the engine 30 using only the engine 30 as a power source. However, the vehicle of the present disclosure may be a hybrid vehicle including the generator driven by the engine using both the engine and the electric motor as power sources.

[0050] In the above embodiment, by Figure 4 In the processing of steps S10 and S11, when the elapsed time from the start of the initial charge control becomes longer than a predetermined time, the initial charge control is forcibly terminated. However, this processing may be omitted.

[0051] It should be noted that Figure 1 This is a schematic diagram showing the charging control device as part of the ECU 1 according to the main processing content for easy understanding of the present invention. The charging control device can also be configured by other divisions. In addition, the processing of each component can be performed by one hardware unit or by multiple hardware units. Figure 4 The processing of each component shown may be executed by one program or by a plurality of programs.

[0052] [4. Technology Related to the Present Disclosure]

[0053] Reference Figures 5 to 7 , the technology related to this disclosure is explained. First, Figure 5 The method of setting the initial charge amount according to the ratio of time the vehicle 100 is used during a predetermined monitoring period (for example, several weeks) is exemplified. Figure 5 In the example, the daily engine operating time (engine operating time hr / day) is used as the vehicle usage ratio, E1 indicates a low vehicle usage ratio (for example, vehicle usage ratio < 1.5 hr / day), E2 indicates a moderate vehicle usage ratio (for example, vehicle usage ratio = 1.5 to 3 hr / day), and E3 indicates a high vehicle usage ratio (for example, 3 hr / day < vehicle usage ratio).

[0054] The less the vehicle is used, the less the amount of power generated by the generator 34 based on the driving force of the engine 30. Therefore, it is assumed that the amount of battery storage capacity will decrease due to the self-discharge (natural discharge) of the battery 35 and the dark current flowing through the load 60, etc. Figure 5 As shown, by setting the initial charge amount to a larger value as the vehicle usage ratio decreases, overcharging of the battery 35 can be suppressed and an appropriate initial charge amount can be set.

[0055] then, Figure 6 The graph is a line graph with the vertical axis representing the cumulative usage time and the horizontal axis representing the elapsed time, showing the increase in the cumulative usage time of vehicle 100 relative to the elapsed time (monitoring period) from a predetermined monitoring start time. The monitoring start time is, for example, when the user of vehicle 100 purchases vehicle 100 and starts using it.

[0056] exist Figure 6 In the line graph, for users who frequently use vehicle 100 (e.g., heavy users), the slope of the straight line increases, as shown by L1. On the other hand, for users who rarely use vehicle 100 (e.g., light users), the slope of the straight line decreases, as shown by L2.

[0057] Here, if the slope of the straight line is greater than the determination line Lj, ​​it is assumed that the vehicle 100 is frequently used, the generator 34 charges the battery 35 appropriately, and the amount of power stored in the battery 35 decreases less during periods when the vehicle 100 is not used. Therefore, by not performing initial charging of the battery 35 (initial charging is off), overcharging of the battery 35 can be suppressed.

[0058] On the other hand, if the slope of the straight line is smaller than the determination line Lj, ​​it is assumed that the interval between uses of the vehicle 100 has increased, and the amount of power stored in the battery 35 has decreased significantly during the period when the vehicle 100 is not used. Therefore, in this case, by performing initial charging of the battery 35, overcharging of the battery 35 can be suppressed, and appropriate initial charging can be performed.

[0059] then, Figure 7 Is used to perform periodic reset of reference Figure 6 Here, it is assumed that ECU 1 executes Figure 7 By periodically resetting the monitoring period, the initial charge amount can be appropriately set according to changes in the frequency of use of the vehicle 100 by the user of the vehicle 100 .

[0060] When the vehicle 100 is not in use, the ECU 1 Figure 7 Until the IG switch 40 is recognized as being turned on in step S50, the ECU 1 continues measuring the elapsed time in step S60. When the IG switch 40 is recognized as being turned on, the process proceeds to step S51. In step S51, the ECU 1 calculates the ratio Ru of the accumulated usage time using the following equation (2). The accumulated usage time is the accumulated usage time of the vehicle 100 or the accumulated usage time of the engine 30 during the elapsed period.

[0061] Ru=Accumulated usage time / Elapsed time……(2)

[0062] In the next step S52, the ECU 1 determines whether the elapsed time has exceeded the set reset time. The set reset time is set to 240 hours (10 days), for example. If the elapsed time has exceeded the set reset time, the ECU 1 proceeds to step S70 to reset the elapsed time and then proceeds to step S53. On the other hand, if the elapsed time is less than the set reset time, the ECU 1 proceeds to step S53. In this case, the elapsed time is not reset.

[0063] In step S53, the ECU 1 determines whether the cumulative usage time ratio Ru is less than a determination value. If the cumulative usage time ratio Ru is less than the determination value, the ECU 1 proceeds to step S80, performs initial charging of the battery 35, and then proceeds to step S54. This allows the battery 35 to be charged again, as the cumulative usage time ratio Ru is low, even if the vehicle 100 is not used for a long time and the battery 35's stored power has decreased significantly.

[0064] On the other hand, if the ratio Ru of the accumulated usage time is greater than or equal to the determination value, the ECU 1 advances the process to step S54. In this case, the initial charging of the battery 35 is not performed. Thus, if it is assumed that the usage time of the vehicle 100 during the elapsed time is long and the amount of power stored in the battery 35 during the period when the vehicle 100 is not in use is small, the initial charging of the battery 35 is not performed, thereby preventing overcharging of the battery 35.

[0065] [5. Structure supported by the above-mentioned embodiment]

[0066] The above-mentioned embodiment is a specific example of the following structure.

[0067] (Structure 1) A charging control device, which is mounted on a vehicle having an engine, a generator driven by the engine, and a secondary battery charged by the generator, and controls the charging of the secondary battery by the generator, wherein the charging control device comprises: an engine operating time measuring unit, which measures the operating time of the engine during the period from the start of use of the vehicle to the end of use; an initial charge amount setting unit, which sets an initial charge amount when the vehicle starts to be used, based on the engine operating time measured by the engine operating time measuring unit during the last use of the vehicle, that is, the last engine operating time, the initial charge amount is used to supplement the reduction in the storage capacity of the secondary battery since the end of the last use of the vehicle; and a charging control unit, which performs initial charging control of charging the secondary battery with the initial charge amount when the vehicle starts to be used.

[0068] According to the charge control device of Configuration 1, the charge amount of the secondary battery at the start of use of the vehicle can be appropriately set, thereby suppressing deterioration of the secondary battery due to overcharging.

[0069] (Configuration 2) The charge control device according to Configuration 1, wherein the initial charge amount setting unit reduces the initial charge amount as the previous engine operation time is longer.

[0070] According to the charge control device of Configuration 2, it is assumed that the longer the last engine operation time, the greater the amount of charge in the secondary battery due to the generator operation during the last period of vehicle use. Therefore, by reducing the initial charge amount as the last engine operation time increases, overcharging of the secondary battery can be suppressed.

[0071] (Structure 3) A charging control device according to Structure 2, wherein the initial charge amount setting unit sets the initial charge amount to a first initial charge amount when the last engine operation time is shorter than a first threshold value, and sets the initial charge amount to a second initial charge amount which is less than the first initial charge amount when the last engine operation time is greater than a second threshold value which is longer than the first threshold value.

[0072] According to the charging control device of structure 3, the initial charge amount is set to the first initial charge amount when the last engine operation time is short, and the initial charge amount is set to the second initial charge amount which is less than the first initial charge amount when the last engine operation time is greater than a second threshold value which is longer than the first threshold value, thereby suppressing overcharging of the secondary battery.

[0073] (Structure 4) A charging control device according to Structure 3, wherein, when the last engine operating time is within the range from the first threshold value to the second threshold value, the initial charge amount setting unit gradually reduces the initial charge amount from the first initial charge amount to the second initial charge amount as the last engine operating time becomes longer.

[0074] According to the charge control device of the fourth configuration, the initial charge amount can be set more appropriately according to the length of the last engine operation time.

[0075] (Structure 5) A charging control device according to any one of Structures 1 to 4, wherein the charging control device includes a secondary battery temperature identification unit that identifies the temperature of the secondary battery, and the initial charge amount setting unit sets the initial charge amount based on the temperature of the secondary battery identified by the secondary battery temperature identification unit when the vehicle starts to be used.

[0076] According to the charge control device of Configuration 5, the initial charge amount can be set in consideration of the temperature of the secondary battery which affects the natural discharge amount of the secondary battery.

[0077] (Structure 6) The charge control device according to any one of Structures 1 to 5, wherein the charge control unit forcibly ends the initial charge control if the initial charge control is not completed within a predetermined time period from the start of the initial charge control.

[0078] According to the charge control device of the sixth configuration, when charging the secondary battery to the initial charge amount, an upper limit is set on the charging time, thereby suppressing overcharging of the secondary battery and suppressing degradation of the secondary battery.

[0079] (Structure 7) The charge control device according to Structure 6, wherein the predetermined time is a fixed time regardless of the last engine operation time.

[0080] According to the charge control device of Configuration 7, by setting the upper limit of the charge time to a fixed time, it is possible to simplify the process of suppressing overcharge of the secondary battery.

[0081] (Structure 8) A charging control method, which is executed by a charging control device, wherein the charging control device is mounted on a vehicle having an engine, a generator driven by the engine, and a secondary battery charged by the generator, and controls the charging of the secondary battery by the generator, wherein the charging control method includes: an engine operating time measuring step for measuring the operating time of the engine from the start of use of the vehicle to the end of use; an initial charge amount setting step for setting an initial charge amount when the vehicle is started to be used based on the engine operating time measured by the engine operating time measuring step during the last use of the vehicle, i.e., the last engine operating time, the initial charge amount is used to supplement the reduction in the storage capacity of the secondary battery since the end of the last use of the vehicle; and a charging control step for performing initial charging control for charging the secondary battery with the initial charge amount when the vehicle is started to be used.

[0082] By executing the charge control method of Configuration 8 by the charge control device, the same operational effects as those of the charge control device of Configuration 1 can be obtained.

[0083] Description of Reference Numerals

[0084] 1...ECU (Charging Control Unit), 10...Processor, 11...Engine Operating Time Measuring Unit, 12...Initial Charge Amount Setting Unit, 13...Secondary Battery Temperature Identifying Unit, 14...Charging Control Unit, 20...Memory, 21...Program, 22...Initial Charge Amount Setting Data, 30...Engine, 34...Alternator, 35...Battery, 40...IG Switch, 50...Charging Current Sensor, 51...Temperature Sensor, 52...Voltage Sensor, 53...Output Current Sensor, 60...Load

Claims

1. A charging control device, mounted on a vehicle having an engine, a generator driven by the engine, and a secondary battery charged by the generator, for controlling charging of the secondary battery by the generator, wherein: The charging control device comprises: an engine operating time measuring unit for measuring an operating time of the engine during a period from the start of use of the vehicle to the end of use; an initial charge amount setting unit configured to set an initial charge amount when the vehicle starts to be used, based on the engine operation time measured by the engine operation time measuring unit during the last use of the vehicle, i.e., the last engine operation time, to compensate for a decrease in the stored amount of the secondary battery since the last use of the vehicle; as well as A charging control unit executes initial charging control for charging the secondary battery to the initial charge amount when the vehicle starts to be used.

2. The charging control device according to claim 1, wherein: The initial charge amount setting unit reduces the initial charge amount as the previous engine operation time is longer.

3. The charging control device according to claim 2, wherein: The initial charge amount setting unit sets the initial charge amount to a first initial charge amount when the last engine operation time is shorter than a first threshold value, and sets the initial charge amount to a second initial charge amount that is less than the first initial charge amount when the last engine operation time is greater than a second threshold value that is longer than the first threshold value.

4. The charging control device according to claim 3, wherein: When the last engine operation time is within the range from the first threshold to the second threshold, the initial charge amount setting unit gradually reduces the initial charge amount from the first initial charge amount to the second initial charge amount as the last engine operation time increases.

5. The charging control device according to any one of claims 1 to 4, wherein: The charging control device includes a secondary battery temperature recognition unit for recognizing the temperature of the secondary battery. The initial charge amount setting unit sets the initial charge amount based on the temperature of the secondary battery identified by the secondary battery temperature identification unit when use of the vehicle starts.

6. The charging control device according to any one of claims 1 to 4, wherein: The charging control unit forcibly ends the initial charging control if the initial charging control is not completed within a predetermined time period after the initial charging control is started.

7. The charging control device according to claim 6, wherein: The predetermined time is a fixed time regardless of the last engine operation time.

8. A charging control method, the charging control method being executed by a charging control device mounted on a vehicle having an engine, a generator driven by the engine, and a secondary battery charged by the generator, the charging control device controlling the charging of the secondary battery by the generator, wherein: The charging control method includes: an engine operating time measuring step of measuring an operating time of the engine from the start of use of the vehicle to the end of use; an initial charge amount setting step of setting an initial charge amount for replenishing a decrease in the stored amount of the secondary battery since the end of the last use of the vehicle based on the engine operating time measured by the engine operating time measuring step during the last use of the vehicle, when the vehicle starts to be used; and The charging control step executes initial charging control for charging the secondary battery to the initial charge amount when the vehicle starts to be used.

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