JP2000287302A - Car and energy management device therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain an energy management device for a car capable of managing the energy of a secondary battery as the travelling energy source of the car, aiming at the quantity of driving energy required for travelling on the predetermined travelling path of the car. SOLUTION: Information related to the predetermined travelling path of the car such as the classification and difference of height of roads, limiting speed or the like is gained (processing A, B), and the quantity of driving energy required for travelling on the travelling path of the car is obtained on the basis of information related to the travelling path and consumption energy characteristics (information C) depending upon the weight, running resistance or the like of the car (processing D). The charge and discharge to a secondary battery are controlled according to the predicted quantity of driving energy.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention manages the energy of a rechargeable battery by focusing on the amount of driving energy required for the vehicle using the rechargeable battery as a traveling energy source to travel on a predetermined traveling route. The present invention relates to a vehicle energy management device and a vehicle including the energy management device.

[0002]

2. Related Art Recently, a vehicle using a secondary battery (battery) as a traveling energy source has become an electric vehicle (E).
V; Electric Vehicle), hybrid vehicle (HEV; Hy)
brid Electric Vehicle) and various power assisted vehicles. This type of vehicle is provided with a motor (electric motor) driven by a secondary battery and travels using the rotational force of the motor, or assists traveling by an internal combustion engine or human power using the rotational force of the motor.

In this type of vehicle, when the vehicle can run without driving a motor, for example, the secondary battery is charged with regenerative energy obtained from the motor when the vehicle is decelerated and braked, so that energy is effectively used. It is being done. For example, in a hybrid car,
In consideration of the charging / discharging characteristics of the secondary battery, the charging of the secondary battery is performed in accordance with the running state of the vehicle such that the average charge amount falls within a certain range (for example, about 80% of the fully charged state). Controlling the discharge has been performed.

On the other hand, Japanese Patent Application Laid-Open No. Hei 8-126116 discloses a method of estimating the amount of energy required for traveling at each traveling point from information on the traveling route of a vehicle (road width, type, altitude, speed limit, etc.). There is disclosed a method of obtaining a target battery capacity indicating where and how much remaining battery charge (amount of charge of a secondary battery) is required, and controlling charging and discharging of the secondary battery in accordance with the target battery capacity. (See FIGS. 3, 4, and 6 of the publication). According to this method, for example, a travel section in which a large amount of battery energy is consumed (discharge of the secondary battery) or a travel section in which the secondary battery is expected to be able to be charged with regenerative energy are expected in advance. Since the amount of charge of the battery (remaining battery) can be controlled, it is possible to prevent a drastic decrease in the remaining battery and excessive charging thereof.

[0005]

When a secondary battery is used as a traveling energy source, even if the secondary battery is expected to be recharged by regenerative energy during traveling, the secondary battery is required to travel along a predetermined traveling route. An important issue is whether or not the amount of energy that can be obtained from the secondary battery is sufficient. In particular, in the case of an electric vehicle having no driving energy source other than the secondary battery, a relatively heavy power assisted bicycle, an electric wheelchair, a power assisted wheelchair, and the like, the charge amount (remaining battery amount) of the secondary battery is a serious problem. Become.

[0006] By the way, when the charge amount of the secondary battery is insufficient,
In the case of an electric vehicle, traveling stops before reaching the destination. Further, in the case of a hybrid vehicle, since it is left to running drive by an internal combustion engine (engine), a problem such as exhaust gas occurs. Furthermore, in the case of a power-assisted bicycle, the running is left to the pedal pressure by human power, so that a considerable burden is imposed.

However, conventionally, especially in a hybrid vehicle, the charge / discharge characteristic of the secondary battery has been focused on, and the charge / discharge of the secondary battery has been controlled in accordance with the running state of the vehicle due to a brake operation or the like. Not just. For this reason, in electric vehicles and power assisted bicycles,
Before reaching the destination, the charged amount of the secondary battery may be significantly reduced. In the case of a hybrid vehicle, the charge amount of the secondary battery can be effectively controlled according to the method disclosed in the above-mentioned publication. There is a possibility that it will not be possible to utilize it.

The present invention has been made in view of such circumstances, and has as its object to control the amount of driving energy required for traveling of a vehicle while controlling the amount of secondary energy in accordance with the planned traveling route of the vehicle. It is an object of the present invention to provide a vehicle energy management device capable of efficiently controlling charging and discharging of a battery.
Another object of the present invention is a vehicle that uses a secondary battery as a traveling energy source and manages the amount of driving energy required to travel on a planned traveling path while controlling the amount of driving energy required for the traveling path. It is an object of the present invention to provide a vehicle having a function capable of efficiently controlling charging and discharging of a secondary battery.

[0009]

In order to achieve the above object, a vehicle energy management apparatus according to the present invention provides information on a planned traveling route of a vehicle using a secondary battery as a traveling energy source, for example, a type of road. Information acquisition means for acquiring information on the travel route obtained by this means, information on the traveling route obtained by this means, and energy consumption characteristics depending on the weight and traveling resistance of the vehicle. Means for predicting the amount of drive energy required for the vehicle to travel on the travel route, charge / discharge control means for controlling charging / discharging of the secondary battery according to the drive energy amount predicted by the means. It is characterized by having.

That is, the vehicle energy management apparatus according to the present invention focuses on the driving energy required for the vehicle to travel on the traveling route according to information on the planned traveling route, and determines the driving energy required for the traveling. By controlling the charging / discharging of the secondary battery according to its running state, for example, the charging amount (energy amount) of the secondary battery does not fall below the driving energy amount. I have. At this time, it is of course possible to execute the charge / discharge control for the secondary battery while adaptively varying the target battery remaining amount for the secondary battery according to the information on the travel route.

Preferably, in the information acquisition means, a travel route is predicted from a current location of the vehicle and a set destination, and road environment information relating to the predicted travel route is mapped to map information. It is characterized by having a route search means to obtain from traffic information. Furthermore, as described in claim 3, the information acquisition means is provided with an optimum travel route search means for searching for a travel route that minimizes the driving energy amount obtained by the energy amount prediction means. .

That is, a preferred embodiment of the present invention predicts a travel route in accordance with information on a current position and a destination, calculates a drive energy amount required to travel on the predicted travel route, and calculates the drive energy amount. Is characterized by searching for a travel route that minimizes. According to a preferred aspect of the present invention, in the charge / discharge control unit, a driving energy amount necessary for traveling on all of the planned traveling paths or the secondary battery can be charged. It is characterized in that it comprises a means for issuing an alarm when the amount of driving energy required for traveling to the point is larger than the charged amount of the secondary battery.

According to a fifth aspect of the present invention, there is provided a vehicle according to a fifth aspect of the present invention, wherein a secondary battery and a wheel are driven by using the secondary battery as an energy source, and the secondary battery is driven by the rotational force of the wheel. A motor that generates regenerative energy that can be charged, and in particular, an information acquisition unit that acquires information about a planned traveling route of the vehicle, and information about the traveling route obtained by the unit. Energy amount predicting means for determining a driving energy amount required for traveling on the traveling route based on the energy consumption characteristics of the vehicle;
Charge / discharge control means for controlling charging / discharging of the secondary battery in accordance with the predicted driving energy amount.

[0014] That is, it is an object of the present invention to provide a vehicle provided with the vehicle energy management device as described in claims 1 to 4.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle energy management device according to an embodiment of the present invention and a vehicle including the vehicle energy management device will be described with reference to the drawings.
FIG. 1 shows a schematic configuration of a main part of a hybrid vehicle provided with an energy management device for a vehicle. Reference numeral 1 denotes an internal combustion engine (engine) 12 for driving and driving wheels 11 and an electric motor (motor) 13. This is a vehicle body provided with a brake 14. The wheels 11 are selectively driven by an internal combustion engine 12 and an electric motor 13 to drive the vehicle, and are braked by a mechanical brake 14. The internal combustion engine 12 and the electric motor 13 act as loads on the rotation of the wheels 11 when the wheels 11 are not rotationally driven,
The wheel 1 as an engine brake or a regenerative brake
1 is applied with a braking force.

The operation of the internal combustion engine 12 is selectively performed by operating the accelerator pedal 22 and the brake pedal 23 under the driving control unit 2 mainly including a driving control unit 21 composed of an electronic control unit (ECU). It is controlled accordingly. The electric motor 13 is energized and driven by an inverter 24 whose operation is controlled by the operation control unit 21 using a battery pack 25 mainly composed of a secondary battery as an energy source. When regenerative energy is obtained from the electric motor 13, the inverter 24 charges the battery pack (secondary battery) 25 with the regenerative energy, and converts excess regenerative energy into heat through a resistor 26. It emits energy.

The accelerator pedal 22 and the brake pedal 23 are selectively operated by the driver DRV in accordance with the vehicle speed indicated by the speedometer 27 and other driving environments. Basically, the vehicle travel is controlled by detecting an acceleration instruction from the operation of the accelerator pedal 22 and detecting a deceleration (braking) instruction from the operation of the brake pedal 23. In addition, the driving control unit 21 controls the running of the vehicle according to the vehicle speed information obtained from the speedometer 27 when the transmission is operated or further provided with a cruise control function (not shown).

A feature of the hybrid vehicle basically including the vehicle body 1 and the travel control unit 2 as described above is that the hybrid vehicle further includes the navigation device 3 and the energy management unit 4. It is in. The navigation device 3 and the energy management unit 4 together with the driving control unit 21 constitute a vehicle energy management device. Thus, the vehicle energy management device basically obtains information on the planned or predicted travel route of the vehicle in the navigation device 3 (information acquisition means), and the information of the travel route is obtained by the energy management unit 4. The driving energy required for traveling on the traveling route is calculated based on the calculated driving energy (energy amount predicting means).
By controlling the operation of the battery pack (secondary battery) 2
5 is configured to control charging and discharging.

The navigation device 3 includes a GPS (global positioning system) device 31 for finding the current position of the vehicle using satellites, map information 32 provided by a CD-ROM or the like, and a clock device 33. Is mainly composed of a navigation control unit 35 having a storage device (memory) 34 for storing various information. The map information 32 includes a road map hierarchized according to the scale, and information on types, widths, and altitudes of various roads shown in the road map, information on city / suburbs, intersection information, and speed limit information. It provides information and the like. It is also possible to describe in the map information 32 the information on the energy consumption rate at each point when traveling with a standard vehicle. In this way, it is possible to easily calculate the energy from this information, or to obtain the amount of energy by correcting this information according to the own vehicle specifications. In addition, the navigation control unit 35 has a function of acquiring VICS information such as road congestion status using the communication device 36 as necessary, and acquiring various types of information by communicating with the host computer 5. It becomes.

The energy management unit 4 includes an energy calculation unit 41 in particular. This energy amount calculator 41
Plays a role in calculating the amount of driving energy required to travel on the traveling route according to the information on the traveling route obtained by the navigation device 3 and the vehicle motion characteristics described later. The calculation of the driving energy amount will be described later. The calculated driving energy amount is stored in the operation control unit 21.
To the driver DRV as a guide for driving the vehicle, and a battery back (secondary battery) 2
5 is used for charge / discharge control.

The feature of the vehicular energy management apparatus having the above-described structure is that it is started by setting a traveling route as shown in FIG. 2 (processing A). . This travel route may be set by uniquely specifying the travel route according to the current location and the destination. However, by utilizing the function of the navigation device 3, the travel route may be set according to the current location and the designated destination. A travel route is searched for with reference to the map information 32. For example, a plurality of types of travel routes, such as a shortest travel route, a shortest travel time travel route, and a later-described drive energy minimum travel route, are provided. Select.

When the travel route from the current position to the destination is set, the road environment information on the travel route is obtained from the map information 32 or the like (process B). For this road environment information, for example, for each of a plurality of traveling sections obtained by dividing the traveling route according to an intersection or a predetermined traveling distance, an uphill / downhill obtained according to the type of the road, the road width, and the altitude is used. Information, city / suburban, speed limit,
Further, it is obtained as a congestion state or the like according to the time zone.

The driving energy amount calculator 41 calculates the vehicle motion characteristics (information C) identified from the relationship between the driving force F and the speed (vehicle speed) and acceleration of the vehicle during traveling as described above. The driving energy required for the vehicle to travel on the traveling route is calculated according to the road environment information to be obtained (process D). The calculation of the driving energy amount is executed for each of the assumed traveling routes as described above. Then, finally, for example, the traveling route with the smallest amount of driving energy is selected as the optimal traveling route.

That is, the setting of the travel route and the calculation of the amount of driving energy required to travel on the travel route are performed by temporarily setting the travel route based on information on the current location (departure place) and the destination. The average speed, the maximum speed, the average time interval of transmission / stop, the change in altitude of the road (uphill / downhill), and the running resistance and energy consumption characteristics of the vehicle predicted when traveling on the traveled route. Is calculated.

For example, the motion of the vehicle is as follows: A; front projected area of the vehicle (m ² ); Cd; drag coefficient F; driving force (N), W; net energy consumption rate (W) L; internal loss (W), g Gravitational acceleration (m / s ² ) m; mass (kg), x; distance (m) μ; rolling friction coefficient, ρ; air density (kg / m ³ ) (dx / dt); speed (m / s) , (D ² x / dt ² ); acceleration (m / s ² ) θ; ascending angle m (d ² x / dt ² ) + (1/2) ρACd (dx / dt) + μ
mg + mg (dx / dt) sinθ = FF When expressed by F = (W−L) / (dx / dt), the mass m that changes depending on the load and the number of passengers
And the frontal projected area and drag coefficient Cd of a vehicle affected by a carrier or the like attached to the ceiling, and the rolling friction coefficient μ affected by the air pressure of wheels (tires) are the first-order time differential of the distance x. It can be identified from the relationship between the driving force F and the value (speed) and the second-order time differential value (acceleration).

In the above equation, the unknowns are the mass m, the product of the front projected area A of the vehicle and the drag coefficient Cd, and the rolling friction coefficient μ. By examining the motion status of the vehicle, parameters relating to the motion characteristics of these vehicles can be obtained. However, in practice, more complicated factors are involved in the running resistance. Therefore, it is desirable to calculate the running conditions at more time points and to calculate the vehicle resistance in consideration of the yaw rate of the vehicle.

When the respective motion parameters are obtained as described above, the net energy consumption rate W can be calculated based on these motion parameters. In this case, the internal loss L is a function of the speed and acceleration depending on the motion characteristics of the vehicle. At this time, the net energy consumption rate W may be calculated in consideration of the weight reduction of the mass m accompanying the consumption of fuel such as gasoline. Further, assuming a change in the drag coefficient Cd due to opening and closing of the window in the vehicle and a change in the mass m due to the occupant getting on and off, the parameters indicating the above-described vehicle characteristics are constantly calculated during the traveling. It may be used for the calculation of the driving energy amount while removing the noise by re-determining the moving average or the like.

The amount of drive energy thus obtained is monitored by the above-mentioned energy amount management unit 4 (process E), and is provided, for example, in front of the driver's seat of the vehicle as shown in FIG. On an information display screen 52 incorporated in an instrument panel (dashboard) 51,
For example, it is displayed together with the navigation image as shown in FIG. Incidentally, in FIG. 3B, 53 is a vehicle mark indicating the position of the vehicle on the map, 54 is a road mark shown on the map, 55 is information on the direction, and 56 is a battery pack (secondary battery) 25. , 57 indicates the amount of driving energy required for traveling to the destination.
The driving energy amount of the vehicle calculated as described above is:
For example, it is converted into the amount of charge of the battery pack (secondary battery) 25 and is displayed in a bar graph in comparison with the current amount of charge 56 of the secondary battery. The information on the driving energy amount is displayed together with the energy amount 58 required for driving auxiliary equipment such as an air conditioner mounted on the vehicle and using the battery pack (secondary battery) 25 as an energy source.

At this time, if the amount of energy (charge amount) stored in the battery pack (secondary battery) 25 is insufficient compared with the amount of driving energy of the vehicle obtained as described above, the energy management unit 4 Alerts the driver DRV by appropriately issuing an alarm by display, sound, or the like. By the way, the driving control unit 21 which inputs the driving energy amount calculated as described above as one of the driving information.
Basically, as shown in FIG. 2, the current running state of the vehicle is determined (process F), and the operation of the inverter 24 is controlled in accordance with the result of the determination to control the electric motor (motor) 1.
3 is driven (process G), or the electric motor 13 is regenerated (process H). Then, during the regenerative operation of the electric motor 13, the charging of the secondary battery 25 is controlled according to the amount of charge of the battery pack (secondary battery) 25 at that time (Process I). In particular, the determination as to whether to drive the electric motor 13 using the energy of the battery pack 25 or to charge the battery pack 25 with the regenerative energy obtained from the electric motor 13 is determined as described above based on the current running state of the vehicle. Thereafter, it is performed while judging how much drive energy is required according to the information on the traveling route. When the charge amount of the battery pack 25 is insufficient, the driving of auxiliary equipment such as an air conditioner is stopped in order to preferentially secure the energy required for traveling of the vehicle, so that the battery pack 25 stores the energy. To make effective use of the energy that has been used.

If the battery pack 25 is expected to be charged by the regenerative operation of the electric motor 13 from the information on the traveling route described above, the amount of regenerative energy is calculated back from the amount of drive energy calculated as described above, and the regenerative energy is calculated. The charging / discharging of the battery pack 25 is controlled while obtaining the supplementary charge amount. When there is a possibility that the battery pack 25 is excessively charged, the above-described resistor 26 is driven to release regenerative energy, thereby limiting the charge amount.

In addition to such basic charge / discharge control, the operation control unit 21 classifies the driving energy amount calculated as described above, for example, in advance according to the mileage or according to a target such as an intersection. For each traveling section, the amount of drive energy required to travel in that section is determined. Based on the current running state and the state of charge of the battery pack (secondary battery) 25, the battery pack (secondary battery) 25 is determined according to the discharge / charge section of the secondary battery 25 expected in the subsequent running. Is adaptively controlled. Specifically, when a large amount of traveling energy is required in subsequent traveling, the battery pack 25 is charged higher in a traveling state in which the electric motor 13 can perform regenerative operation, and conversely, a large regeneration energy is consumed in subsequent traveling. When it is expected that the battery pack 25 can be sufficiently charged by obtaining energy, the electric charge of the battery pack 25 is allowed to decrease to a point where regenerative energy is expected to be obtained from the electric motor 13 and the electric motor 13 is allowed to operate. It is to be driven.

For example, in the above-described hybrid vehicle, the charge / discharge of the battery pack 25 is controlled by using the driving force from the internal combustion engine 12 to control the energy consumption from the battery pack 25. In the case of an electric vehicle that does not include the internal combustion engine 12, for example, by controlling the speed of the electric vehicle, and in the case of a power-assisted bicycle, by controlling the assisting force with respect to the pedaling force, the electric power from the battery pack 25 is controlled. Energy consumption is controlled to control charging and discharging.

According to such charge / discharge control, when the vehicle travels on a long uphill and then on a downhill, for example, as shown in FIG. By running the vehicle while repeating charge and discharge in a short time of about several tens of seconds, the average charge amount is reduced when traveling uphill, while the margin for charging the battery pack 25 with regenerative energy during traveling downhill is provided. Since the regenerative energy can be provided, it is possible to prevent the regenerative energy from being wastefully consumed by using the resistor 26, so that the energy loss due to a shortage of the upstream pipe can be reduced. Incidentally, in the conventional general charge control, the average charge amount of the secondary battery (battery pack) 25 is made to be constant as shown in FIG. I can't deny it. Specifically, even when traveling downhill, if the average charge amount of the secondary battery (battery pack) 25 is sufficient, for example, the mechanical brake 14
Is used, engine brakes are used,
The charging of the secondary battery (battery pack) 25 using the regenerative energy is suppressed. As is clear from comparison with such conventional charge / discharge control, by executing charge / discharge control according to the traveling route, the battery pack (secondary battery)
Efficient running utilizing the charging characteristics (battery capacity) of the battery 25 is possible.

As described above, a battery pack (secondary battery)
Since the charge amount of the battery pack 25 is managed according to the amount of driving energy required for traveling, for example, before reaching the destination or before reaching the scheduled charging station, the battery pack (the secondary battery) is regenerated by regenerative energy. A situation where the battery pack (secondary battery) 25 is completely discharged before the battery 25 can be charged can be grasped in advance. In other words, it is possible to clearly understand the travelable distance, which is generally difficult to grasp only from the charged amount of the secondary battery, by comparison with the driving energy required for traveling. As a result, based on the predicted driving energy amount and the current charge amount of the battery pack (secondary battery) 25, for example, the acceleration of the vehicle is suppressed and the energy consumption is suppressed by ascending at a low speed, and further, the constant speed ( By increasing the recovery of the regenerative energy by the inertia driving and increasing the chances of charging the secondary battery, it is possible to perform the traveling while maximizing the battery capacity of the secondary battery.

The present invention is not limited to the above embodiment. For example, when the traveling route (route) is predetermined such as a route bus, the driving energy amount calculated before the operation work and the charging of the battery pack (secondary battery) 25 mounted on each route bus It is also possible to determine the traveling route (route) to which the route bus is assigned by comparing the amount with the route. In this case, the display of the destination may be automatically switched according to the determined route. In addition, for this type of route bus, while taking in the estimated number of passengers required for each bus stop,
It is also possible to configure so as to calculate the driving energy amount.

In calculating the amount of driving energy, the traffic congestion status and the like obtained by information communication are taken into consideration.
From the relationship between the past driving history and the amount of energy consumption, it is also possible to obtain the amount of driving energy on a road (route) that runs steadily. Further, when searching for a traveling route, it is of course possible to add information of the preference of the driver DVR or to set a traveling route while giving priority to a frequently used road. It is of course possible to set a traveling route.

Furthermore, the calculation of the driving energy amount can be simplified by giving the vehicle motion characteristics fixedly as the basic characteristics of the vehicle. In addition, the charging / discharging algorithm for the secondary battery may be determined according to the charging capacity of the secondary battery and its charging characteristics, and in other words, the algorithm may be determined according to the amount of driving energy required to travel on the planned traveling route. Charge and discharge may be controlled, and various modifications may be made without departing from the scope of the invention.

[0038]

As described above, according to the present invention, information on a planned traveling route of a vehicle is acquired, and the vehicle is controlled based on the information on the traveling route and the motion characteristics of the vehicle. The amount of driving energy required to travel the vehicle is determined, and the charging and discharging of the secondary battery as the traveling energy source is controlled. Thus, while the secondary battery is effectively charged using regenerative energy, It is possible to control the traveling of the vehicle by managing the energy of the vehicle.

In particular, according to the second aspect of the present invention, the driving energy required for traveling on the traveling route is determined while predicting the traveling route. We will search for the smallest travel route,
The intended traveling can be realized by effectively utilizing the limited battery capacity of the secondary battery and keeping the required energy small. Further, the driving energy amount required to travel on all of the planned traveling routes as described in claim 4 or the driving energy amount required to travel to a point where the secondary battery can be charged is satisfied. Since an alarm is issued when the charge amount is larger than the charge amount of the secondary battery, it is possible to prevent the secondary battery from being over-discharged.

Further, by providing such an energy management function, it is possible to realize an economical vehicle capable of economical running while suppressing wasteful energy consumption. A great effect can be obtained practically as a bicycle or the like.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a main part of a hybrid vehicle including a vehicle energy management device according to an embodiment of the present invention.

FIG. 2 is a diagram showing a processing concept of an energy management device for a vehicle.

FIG. 3 is a diagram showing an information display screen incorporated in an instrument panel of a vehicle and display information thereof.

FIG. 4 is a diagram showing an example of charge / discharge control of a battery pack (secondary battery) as the vehicle travels.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 vehicle main body 2 traveling control unit 3 navigation device 4 energy management unit 12 internal combustion engine (engine) 13 electric motor (motor) 21 operation control unit 24 inverter 25 battery pack (secondary battery) 31 GPS device 32 map information 34 navigation control unit 36 Communication device

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Tetsuya Yamane 3-4-10 Minamishinagawa, Shinagawa-ku, Tokyo Toshiba Battery Corporation (72) Inventor Hideo Iwasaki 1-Kosaka Toshiba-cho, Saiwai-ku, Kawasaki City, Kanagawa Prefecture F-term in Toshiba R & D Center (reference) 2F029 AA02 AB07 AC02 5H115 PA11 PC06 PG04 PI16 PI22 PO02 PO17 QA01 QE18 QI04 QI07 SE06 TI02 TI08 TU16 TU17 9A001 JJ10 JJ73 KK15 KK17 KK17 KK32 KK54

Claims (5)

[Claims] 1. An information acquiring means for acquiring information on a planned traveling route of a vehicle using a secondary battery as a traveling energy source; and the vehicle based on the information on the traveling route and a motion characteristic of the vehicle. Comprises: an energy amount predicting means for calculating a driving energy amount necessary for traveling on the traveling route; and a charging / discharging controlling means for controlling charging / discharging of the secondary battery in accordance with the predicted driving energy amount. Energy management device for vehicles. 2. The information acquisition unit includes a route search unit that predicts a travel route from a current location of the vehicle and a set destination, and obtains road environment information on the predicted travel route from map information and traffic information. The vehicle energy management device according to claim 1, wherein: 3. The information acquisition device according to claim 2, wherein the information acquisition device includes an optimal traveling route search unit that searches for a traveling route that minimizes the driving energy amount obtained by the energy amount prediction unit. Energy management device for vehicles. 4. The charging / discharging control means according to claim 1, wherein the driving energy required for traveling on all of the predetermined traveling routes or the driving energy required for traveling to a point where the secondary battery can be charged is determined. The vehicle energy management device according to claim 1, further comprising: a unit that issues an alarm when the charge amount of the secondary battery is larger than the charge amount. 5. A vehicle comprising: a secondary battery; and a motor that drives and drives wheels using the secondary battery as an energy source and generates regenerative energy capable of charging the secondary battery from the rotational force of the wheels. An information acquisition means for acquiring information on a planned traveling route of the vehicle; and a driving energy amount required to travel on the traveling route based on the information on the traveling route and the motion characteristics of the vehicle. A vehicle comprising: energy amount prediction means to be obtained; and charge / discharge control means for controlling charging / discharging of the secondary battery according to the predicted driving energy amount.