Abstract: A device for performing energy management in an electric vehicle which can be driven at least partially by an electric machine which can be supplied with electrical energy by a rechargeable battery, wherein the state of charge (SOC) of the rechargeable battery varies during charging and discharging, includes a driver-type recognition device for determining the driver-type (I, II). The driver-type recognition device monitors the discharge process of the rechargeable battery during driving and recognizes the driver-type (I, II) therefrom.

Abstract: A maximum dischargeable current Idmax obtained when electric power output from a battery is increased from a battery current Ib and a battery voltage Vb at present under internal resistance R at present (an operating point 510) until the battery voltage reaches a lower limit voltage Ve (an operating point 520), is shown as follows: Idmax=Ib+(Vb?Ve)/R. Therefore, in accordance with multiplication of the lower limit voltage Ve and the maximum dischargeable current Idmax, it is possible to predict maximum dischargeable electric power at which the battery voltage does not become lower than the lower limit voltage even if discharge limitation is temporarily relaxed, as a relative value with respect to the battery voltage and the battery current at present.

Abstract: An Electric Vehicle Having Exchangeable Battery Modules and Method of Resupply Therefor. The device of the present invention is a electrically-powerable vehicle that provides the user with a usage pattern very similar to one experienced through use of an internal-combustion-powered vehicle. That is to say that the operating cost for the vehicle is “pay as you go,” rather than the user needing to pay an exorbitant up-front fee in order to purchase the vehicle. In order to accomplish this, the battery modules for use in the vehicle are exchangable by an individual driver. As a battery module becomes discharged, the user is able to visit a recharging station and exchange his or her discharged battery module with a fully charged module. The user is then be charged an amount that is relative to the number of exchanges and/or re-charge energy consumed. In order to enable this sort of system, and the battery modules are of standard size, and interface with a module tracking and monitoring system.

Abstract: A method for controlling a vehicle having a hybrid powertrain includes monitoring vehicle navigation and traffic patterns associated with a predicted travel path. It extends the powertrain instantaneous controller into a predictive control framework, and utilizes previewed traffic and geographic information based on on-board sensing and navigation information. An impending road load is predicted from which a fuel cost factor is optimized under a model predictive control framework. A state-of-charge trajectory is predicted from the impending road load and operation of the hybrid powertrain system is controlled in response thereto.

Abstract: A vehicle is equipped with a battery, an electric motor configured so as to generate the driving force of the vehicle by use of the electric power stored in the battery, a charger configured so as to supply the electric power outputted from the power supply outside of the vehicle to the battery, and an ECU configured so as to control the state of charge of the battery when the battery is charged. The ECU calculates an index value indicating the state of charge of the battery, and sets the control range thereof. The ECU raises the upper limit of the index value so that the possible travel distance of the vehicle becomes not less than the target distance when predetermined conditions on degradation of the battery are satisfied.

Abstract: A hybrid vehicle powertrain including a hybrid transmission in power-flow communication with an electric traction motor, a fluid pump, and a flow controller electrically connected to the fluid pump. The fluid pump is configured to supply fluid at an adjustable fluid flow rate to the hybrid transmission and the electric traction motor in response to a command from the flow controller. The flow controller is electrically connected to the fluid pump and configured to controllably modulate the operating speed of the fluid pump to adjust the fluid flow rate. If the difference between an expected rate of speed change of the fluid pump and the actual rate of speed change exceeds a threshold, the flow controller may limit the total amount of electrical power supplied to the electric traction motor.

Abstract: A power source comprised of a first battery pack (e.g., a non-metal-air battery pack) and a second battery pack (e.g., a metal-air battery pack) is provided, wherein the second battery pack is used when the user selects an extended range mode of operation. Minimizing use of the second battery pack prevents it from undergoing unnecessary, and potentially lifetime limiting, charge cycles.

Abstract: A power source comprised of a first battery pack (e.g., a non-metal-air battery pack) and a second battery pack (e.g., a metal-air battery pack) is provided, wherein the second battery pack is only used as required by the state-of-charge (SOC) of the first battery pack or as a result of the user selecting an extended range mode of operation. Minimizing use of the second battery pack prevents it from undergoing unnecessary, and potentially lifetime limiting, charge cycles. The second battery pack may be used to charge the first battery pack or used in combination with the first battery pack to supply operational power to the electric vehicle.

Abstract: An internal combustion engine, an electricity production unit, batteries and an electric motor combine to provide for an extremely high mileage vehicle which has an extremely long driving range between the vehicle requiring re-fueling. Because the vehicle utilizes petroleum based fuel to power the internal combustion engine the vehicle can be fueled at any location which commercially provides petroleum fuels to the public. The electricity production unit electricity output while being powered by a very low horsepower internal combustion engine. Amplification of amperage and/or voltage of the electricity produced by the electricity production unit preferably occurs by passing the electricity through batteries prior to being utilized by the electric motor to propel the vehicle. Assemblies of the present invention may be easily installed at a very reasonable cost in existing vehicles.

Abstract: A hybrid excavator includes a control unit that is arranged at an upper turning body and is configured to supply a drive signal to at least one of a motor generator control part and a charge/discharge control part. During a regeneration operation performed by a motor, the control unit sets an electrical energy storage target value for a second electrical energy storage device to a higher value than an electrical energy storage target value for a first electrical energy storage.

Abstract: A battery module for a vehicle comprises a first portion adapted to be mounted to a vehicle and a second portion mounted to a battery box. A first pair of high voltage electrical connectors is mounted to the first portion and a second pair of high voltage electrical connectors are mounted to the second portion. The first pair of high voltage electrical connectors are configured to mate with the second pair of high voltage electrical connectors. Additionally, a first general electrical connector is mounted to the first portion of the battery box and a second general electrical connector is mounted to the second portion of the battery box. The first general electrical connector is configured to mate with the second general electrical connector.

Abstract: The prevent invention provides a device and a method for calculating a distance to empty of an electric vehicle which can reduce an initial error in estimating a distance to empty of an electric vehicle. The device and the method for calculating a distance to empty of an electric vehicle can provide more accurate DTE information from the start to the end of traveling by reducing the earlier error, in estimating the DTE from the amount of the presently remaining fuel (the amount of remaining capacity of a battery) of the electric vehicle.

Abstract: A system for optimizing electrical power management in a vehicle. The system includes a HVAC device and a thermal storage device, both configured to provide heating and cooling to an occupant compartment of the vehicle. The system further includes a controller connected to an electrical storage device and an electrical generating device. The controller receives electrical power generated by the electrical generating device and directs the electrical power to satisfy the vehicle's power requirements and/or stores the electrical power in at least one of the electrical storage device and the thermal storage device. Furthermore, the controller directs at least one of the HVAC device and the thermal storage device to provide heating and cooling to the occupant compartment of the vehicle, depending on the available storage of the thermal storage unit or occupant compartment demands.

Abstract: A hybrid propulsion system for powering vehicles such as class 8 DOT classified semi-tractor trucks under normal load conditions and at highway speeds comprises an internal combustion engine, an AC generator powered by the engine, DC battery packs, an AC/DC controller, and an AC electric motor driving the drive train of the vehicle. The AC generator and the DC battery packs provide input to the AC/DC controller, which, in turn, converts the DC input from the DC battery packs via a DC circuit to AC so that the output from the AC/DC controller to the electric motor is AC for powering the vehicle. The DC battery packs may comprise thin plate flooded lead acid cells and may be connected in series, in parallel or a combination thereof. Vehicles may be retrofitted to incorporate the propulsion system.

Abstract: A system for storing electrically a regenerative energy of a vehicle is provided. The system includes a first energy storage device, a second energy storage device, an energy regulating device coupled to the first and second energy storage devices, a source of regenerative power configured to capture a regenerative energy during a regenerative power event of the vehicle, and a control unit coupled to the energy regulating device. The control unit is configured to transfer electrical energy from the first energy storage device to the second energy storage device based on a prediction of the regenerative power event using the energy regulating device. The transfer of the electrical energy serves to reduce the electrical energy stored in the first energy storage device thereby enabling the first energy storage device to receive from the regenerative power device when the predicted regenerative power event occurs an amount of the electrical regenerative energy.

Abstract: A method for reducing a driving power of a vehicle drive includes detecting a temperature difference between a temperature of at least one component of the vehicle drive and a temperature threshold value, detecting an instantaneous driving state of the vehicle drive, establishing whether or not the instantaneous driving state allows for a reduction in the driving power of the vehicle drive, and reducing the driving power of the vehicle drive for lowering the temperature of the at least one component in order to increase the temperature difference if the instantaneous driving state allows for the reduced driving power.

Abstract: Systems and methods for determining the target thermal conditioning value to control a rechargeable energy storage system. Target thermal conditioning values are determined using a required thermal power value and a heat generation value in order to appropriately condition the RESS for heating and cooling.

Abstract: There is provided an information processing apparatus including a travelable information display unit that displays before a discharge, regarding motor-driven movable bodies of a discharge source and a discharge destination driven by using electric power of batteries, information about places to which the motor-driven movable body of the discharge source can move using electric power of the battery left after the discharge by assuming, when information about a discharge amount discharged from the battery of the motor-driven movable body of the discharge source toward the motor-driven movable body of the discharge destination that receives power supply is input, a case in which the discharge amount is discharged from the battery.

Abstract: A communication device includes a first resistance circuit (RB) connected between an output of a signal generating unit (602) and a first terminal (TS1) and having a resistance value corresponding to a requested operation mode requested to a vehicle. The vehicle (10) includes: a second resistance circuit (RA) connected between a ground node (512) fed with a reference potential and a second terminal (TS2); and a vehicle control unit (508) for setting an operation mode of the vehicle. The vehicle control unit (508) detects a signal potential of a signal (CPLT) via a first signal extraction node (N1) provided on a path connecting the second terminal (TS2) and a second resistance circuit (RA) to each other, and sets the operation mode of the vehicle (10) at the requested operation mode corresponding to the resistance value of the first resistance circuit (RB).

Abstract: A method for compressing measurement data which is transmitted from sensor control units via a data bus to a primary control unit of a battery management system for vehicles, includes transmitting a rate of change/slope of the measurement data to the primary control unit at a start of measurements. The method further includes transmitting deviations/differences in the measurement data from a current slope, and reconstructing, without loss of information, correct measured values from the rates of change/slope and the received deviations/differences with the primary control unit.

Abstract: A system and method for charging a plug-in electric vehicle with an external power source, even when the overall power requested by the plug-in electric vehicle exceeds the overall power available from the external power source. In an exemplary embodiment, a method determines the overall power requested by one or more vehicle systems, and then compares that to the overall available power from the external power source. If the overall requested power exceeds the overall available power, then the power from the external power source is allocated or apportioned to the different vehicle systems according to an allocation process that may consider factors like predetermined priorities and current vehicle conditions.

Abstract: A method and system for controlling an engine clutch of a hybrid vehicle that may effectively select an engagement way of the engine clutch according to a state of the hybrid vehicle and a running state includes: detecting driver's demand torque; calculating sync speed torque that the motor outputs at a predetermined target speed for the sync engagement; detecting a state of charge (SOC) of a battery of the hybrid vehicle; calculate charging torque of an integrated starter-generator (ISG) operated by power of the engine; performing the sync engagement when speed of the motor is greater than the predetermined target speed for the sync engagement; and performing the sync engagement or the launch slip engagement based on the driver's demand torque, the sync speed torque of the motor, the SOC, and the charging torque when speed of the motor is less than the predetermined target speed for the sync engagement.

Abstract: A method and system for setting motor torque for a hybrid vehicle that converts charge or discharge limiting power of a battery into maximum charge or discharge torque of a motor to set motor torque and to protect a battery system of the hybrid vehicle may include obtaining maximum discharge power of a battery of the hybrid vehicle, power consumption of a low voltage DC-DC converter (LDC), and power consumption of electrical loads; calculating electrical discharge power that may be output by a motor with electric power based on the maximum discharge power, the power consumption of the LDC, and the power consumption of the electrical loads; calculating mechanical discharge power that may be output from the motor based on the electrical discharge power of the motor and discharge efficiency of the motor; and calculating maximum discharge torque of the motor at a determined speed based on the mechanical discharge power.

Abstract: A hybrid powertrain system includes an internal combustion engine and a torque machine wherein electrical energy is controllably transferred between an electric energy storage device and the torque machine by a control system. A method for controlling the hybrid powertrain system includes monitoring a voltage, a current, and a power output of the electric energy storage device. A battery power control scheme is executed to control the output power of the electric energy storage device associated with the electrical energy transferred between the electric energy storage device and the torque machine. The battery power control scheme is disabled when the control system loses a power limit authority associated with the electrical energy transferred between the electric storage device and the torque machine during ongoing operation. The battery power control scheme is re-enabled when the control system regains the power limit authority.

Abstract: A hybrid vehicle is mounted with a traction motor, a power storage device for storing electric power input to and output from the traction motor, an engine, and a power generation mechanism to generate charging electric power for the power storage device by an output from the engine. An ECU sets charging/discharging electric power of the power storage device to control SOC of the power storage device to be within a predetermined range centered about a SOC control target in a running mode with the engine operating. The output from the engine set to ensure the charging/discharging electric power. The ECU sets the charging/discharging electric power such that the power storage device is discharged to an extent corresponding to a predetermined SOC higher than the lower limit SOC according to requirement power required for vehicle running, even when the SOC is lower than the SOC control target.

Abstract: A method and a device are provided for controlling a battery pulse heating mode of a traction battery of a hybrid vehicle. The method includes detecting a traction battery temperature (T) upon start-up of the hybrid vehicle. The method then includes determining a dependency of fuel consumption (V) during a battery pulse heating mode on the distance (W) travelled for at least one predefined road type at the detected traction battery temperature (T). The method continues by displaying the determined dependency on a display device (50), using an input device (60) to select whether a battery pulse heating mode should be carried out; and controlling the battery pulse heating mode as a function of the selection.

Abstract: A method is provided for operating a braking system of a hybrid vehicle that can be driven by an internal combustion engine and an electrical machine. A brake pressure for a mechanical brake in the braking system is reduced during braking with recuperation, in comparison to the brake pressure during braking without recuperation. A braking system and a vehicle having a braking system that functions in accordance with the method also are provided.

Abstract: A control apparatus of an electrically-driven vehicle controls an electrically-driven vehicle including a motor transmitting a drive force to wheels, an inverter driving the motor, and a battery supplying power to the inverter. The control apparatus includes battery storage amount estimation means for estimating a storage amount of the battery and motor rotation speed detection means for detecting a rotation speed of the motor. Output terminals of the inverter are short-circuited when the rotation speed of the motor reaches or exceeds a predetermined rotation speed while the storage amount estimated by the battery storage amount estimation means is equal to or greater than a predetermined amount.

Abstract: A system and method for learning a transferring torque for a hybrid vehicle includes: an engine and a motor connected through a clutch; a Hybrid Starter Generator (HSG) that is connected to the engine and is used to start the engine; and a controller for transferring a charging power by the motor to the HSG in a case where the charging power by the motor is greater than or equal to a chargeable power of the battery when the transferring torque is learned through the clutch.

Abstract: A system includes an engine and a first coolant thermally coupled to the engine and circulated by a first pump; a hybrid battery pack thermally coupled to a second coolant circulated by a second pump; and an electric component thermally coupled to the second coolant. The system includes a first heat exchanger that transfers thermal energy between the first coolant and the second coolant. The system includes a second heat exchanger that transfers thermal energy between the second coolant and the auxiliary fluid stream having a temperature below a target operating temperature for the hybrid battery pack. The system includes a first bypass for the first or second coolant at the first heat exchanger, a second bypass for the second coolant or the auxiliary fluid stream at the second heat exchanger, and a component bypass for the second coolant at the hybrid battery pack or the electric component.

Abstract: Methods, control systems, and vehicle are provided for controlling a vehicle that has a rechargeable energy storage system (RESS). A method includes storing with a control module a chosen outside air temperature (OAT) that is based on data from an OAT sensor and a cooling cycle of the RESS, and controlling the vehicle with the chosen OAT when a cooling cycle of the RESS is indicated. The control system and vehicle include control modules configured to perform the method.

Abstract: In an aspect, the invention is directed to a vehicle chassis for a vehicle that is at least partly driven by an electric motor, wherein the vehicle chassis incorporates a battery pack that acts as a structural member of the chassis.

Abstract: A control system for a hybrid vehicle includes a controller. When a downshift of a transmission and an increase in an amount of regeneration are carried out during regenerative coast traveling in which regeneration is carried out by an electric motor, and when a state of charge of a battery is lower than a predetermined value, the controller increases the amount of regeneration before completion of the downshift. When the state of charge of the battery is higher than or equal to the predetermined value, the controller increases the amount of regeneration after completion of the downshift.

Abstract: A utility vehicle is disclosed having an electric drive. The drivetrain is comprised of batteries, a motor, a transaxle driven by the motor, a rear differential driven by the transaxle, and a prop shaft which is driven by the transaxle and drives a front differential. The batteries are provided in two groups and are supported on the frame of the vehicle.

Abstract: The described principles provide a method and system for assisting a user of an electric vehicle in maintaining a charge state of the chargeable onboard energy storage system so as to be able to forgo the use of an auxiliary power unit to great extent. The method, also implemented by the system, comprises identifying charging locations for the vehicle, and prompting the user to charge the vehicle when the vehicle is at a charging location and a charge is need to avoid the use of the auxiliary power unit for a learned or planned journey. The charge reminder my be visible and/or audible within the vehicle and may optionally be remote from the vehicle.

Abstract: Probe data is analyzed to derive Longitudinal Speed Profiles (LSPs) and an Optimal Longitudinal Speed Profile (18) for each road segment or link in a digital map network. The Longitudinal Speed Profiles (LSPs) profiles are calculated during defined time spans whereas the Optimal Longitudinal Speed Profile (18) is based on the LSP for the time span corresponding only to free flow traffic conditions. All of the LSPs can used to create a respective energy cost for each time span, or only the OLSP (18) can be used (or alternatively the RRDSL 16 or LRRDSL 17) to calculate an energy cost for the free flow conditions only. The energy cost can be used to predict the energy required by a vehicle to traverse the link. Navigation software can use the energy cost to plan the most energy efficient route between two locations in the digital map. Sensory signals can be activated if a driver strays from the Optimal Longitudinal Speed Profile (18) to achieve extremely high levels of energy efficiency.

Abstract: A method of operating a vehicle powertrain system where the powertrain system includes a fuel controlled engine, an electric motor, and a battery, the fuel, controlled engine and the electric motor capable of powering the powertrain system. The powertrain system is capable of operating in a plurality of operational modes. The method includes detecting a current value representative of a current flowing through a portion of the battery, calculating a first value representative of the current over a predetermined amount of time, and de-rating at least one of the plurality of operational modes in response to the calculated first value.

Abstract: A vehicle has an ECU, a battery being chargeable with off-board electricity and a motor driven by electric power of the battery. The ECU has a microcomputer to receive an operation time each time a user sets the ECU in an operation state, prepare a frequency of operation times for each time zone, and set a time of the time zone corresponding to the high frequency as a charging end target time. When the microcomputer receives a signal from an onboard charger connected with an off-board power source, the microcomputer sets a charging schedule such that the battery charged by the charger according to the schedule is set in a fully-charged state at the charging end target time. The microcomputer controls the charger to charge the battery according to the schedule and to set the battery in the fully-charged state at the charging end target time.

Abstract: A towed vehicle is towed by a towing vehicle. The towed vehicle includes a motor/generator for both regenerative braking and for powering wheels. A tow member connects the towed vehicle to the towed vehicle. A sensor measures or infers the tension and compression in the tow member. A computer communicates with the sensor and with the motor/generator. The computer commands the motor/generator to either utilize regenerative braking or provide assistance in propulsion of the towed vehicle based upon the tension and compression forces in the tow member.

Abstract: A vehicle having a traction battery disposed within a battery housing is provided. The battery housing is in selective fluid communication with the cabin of the vehicle. An accessory battery separate and distinct from the traction battery is also provided. A closeable barrier system is electrically connected with the accessory battery and is configured to fluidly isolate the battery housing from the cabin when closed. At least one controller is configured to, in response to a trigger condition, disable the traction battery and increase an output of the accessory battery to close the barrier system to isolate gas in the battery housing from the cabin.

Abstract: A method includes utilizing navigation data from a navigation system to segment a route to be travelled by a travelling vehicle into segments each having a road grade different than neighboring segments. The method further includes discharging a battery of the vehicle as the vehicle travels along an initial segment of the route according to a state-of-charge (SoC) set-point based on the road grade of the initial segment and a variable representative of the road grades of at least two other segments of the route.

Abstract: A method for operating a motor vehicle, including at least one electric motor connected to at least one rechargeable energy storage unit that stores electrical power, wherein the charging operation of the energy storage unit is carried out in such a way that a charging state limit that lies below the maximum charging state of the energy storage unit is not exceeded, wherein upon activation of at least one vehicle starting system, which is designed to automatically carry out a maximum acceleration of the motor vehicle from the standing position, the charging operation of the energy storage unit is carried out before the acceleration of the motor vehicle in such a way that the energy storage unit is charged up to a further charging state limit that lies above the first charging state limit and/or at least one further rechargeable energy storage unit is connected in series

Abstract: In a hybrid vehicle in which a mode change between an electric drive mode and a hybrid drive mode is carried out based on information concerning an operating condition and a driving status, an impairment of operability due to a change of the drive mode at a reverse travel of the vehicle is prevented. Upon a start of the reverse travel, the drive mode before the start of the reverse travel is continued at the start of the reverse travel.

Abstract: A controller identifies a condition of a hazardous internal short by comparing patterns of series element voltages to the last known balance condition of the series elements. If the loaded or resting voltage of one or more contiguous series elements uniformly drop from the previously known condition by an amount consistent with an over-current condition, an over-current internal short circuit fault is registered. The desired response is to prevent the affected series elements from heating to a hazardous temperature by summoning the maximum heat rejection capability of the system until the short ceases and the affected elements cool, the cooling function is no longer able to operate due to low voltage, or the affected series string has drained all of its energy through the short. Also includes are responses that allow the battery pack to continue to power the cooling system even though it may enter an over-discharged state.

Abstract: A portable high voltage charging apparatus (HVCA) can be configured to controllably charge a hybrid electric vehicle (HEV) traction battery using energy provided by a low voltage (LV) lead acid vehicle battery. An HVCA can include a DCDC converter configured to boost a lower input voltage from the LV battery to a higher output voltage provided to the HV battery. The HVCA can be configured with a traction battery interlock, allowing offline charging of the traction battery. In an example embodiment, an HVCA can be configured to communicate with an HV battery control module via a CAN bus. An HVCA can be configured to transfer energy to the HV battery for a predetermined time period, then automatically stop the transfer process. An HVCA can be configured to receive user input to start and/or stop a charging process. An example embodiment can include a supplemental charger to boost LV battery voltage.

Abstract: A kit for converting a standard hybrid vehicle into a plug-in hybrid vehicle (PHEV) is described. The kit includes at least one battery configured to match the voltage of an original hybrid battery; connection hardware, wherein the connection hardware is configured to electrically connect the at least one battery to an off-vehicle power source; and tangible computer readable memory media storing battery management software, wherein when executed in a processor in a vehicle, the battery management software is configured to provide information relating to battery performance to an engine control unit, wherein the at least one battery is further configured to maintain charge balance between each of the cells of the at least one battery.

Abstract: A method for controlling a demand for engine power in a control for an engine in a hybrid electric vehicle with power-split characteristics. Following transitions from acceleration or deceleration operating modes to a steady-state operating mode, power demand excursions from road-load power are attenuated or avoided by filtering the power demand using a filter constant that changes within battery power constraints as a function of a normalized driver demand for power at traction wheels for the vehicle.

Abstract: A power management system is provided for a vehicle having an internal combustion engine adapted to deliver power to vehicle drive wheels for propelling the vehicle and an engine powered component powered by the engine. The system includes a battery, a battery powered component powered by the battery, the battery powered component and the engine powered component being adapted to perform substantially the same functions, and a controller arranged to stop operation of the engine powered component so that additional engine power is available to the drive wheels, and to initiate operation of the battery powered component, when power sought to be delivered to the vehicle drive wheels from the engine reaches a predetermined percentage of maximum engine load.

Abstract: A hybrid vehicle is driven by a power unit which includes: a first rotating machine including a first rotor, a first stator, and a second rotor, wherein the number of magnetic poles generated by an armature row of the first stator and one of the first rotor and the second rotor are connected to a drive shaft; a power engine, wherein an output shaft of the power engine is connected to the other of the first rotor and the second rotor; a second rotating machine; and a capacitor. The hybrid vehicle includes: a state detector that detects a charge state of the capacitor; and a controller that controls the power unit. The controller controls the output of the power engine, based on a remaining capacity of the capacitor when driving the power engine in order to start the hybrid vehicle. Accordingly, it is possible to achieve reduction in the size and cost of the power unit and enhance the driving efficiency of the power unit.

Abstract: In an in-vehicle charging system, a charging display function is improved while versatility of the system is ensured, and usability is improved by enhancing charging display content. An EV controller (4) calculates a charge amount and outputs the calculated charge amount and a state of charge of a battery (2) to a communication line (9). A meter device (6) calculates a time required for completing charging of a battery based on the charge amount and the state of charge of the battery received via the communication line (9), and then calculates an end time based on the required time to display the end time on a display (5) while controlling colored lighting that indicates a remaining required time in accordance with the set time determined in advance.