JP2006123847A - Vehicle power supply management system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle power supply management system enabling a vehicle driver to acknowledge an effect of fuel saving cost caused by a regenerative power generation. <P>SOLUTION: An alternator 13 outputs an output voltage or the like to a processing unit 5. The processing unit 5 calculates a quantity of electricity generated at a battery 11 in response to an output from the alternator 13 and the like. When the alternator 13 generates power through the rotation of an engine under a predetermined number of rotation, the processing unit 5 calculates an amount of consumption of fuel required for attaining the quantity of regenerated electricity in reference to data stored in a memory part 7. Then, the processing unit 5 calculates the amount of consumption of fuel cumulatively generated from a desired starting time and outputs it at a display unit 9 as an effect of cumulative fuel saving cost. The display unit 9 receives an output from the processing unit 5 and displays the effect of cumulative fuel saving cost. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle power supply management device that manages a power supply of a vehicle.

  The power supplied to the electrical components and the like mounted on the vehicle is obtained by driving an alternator (generator) by the rotation of the engine. Further, when the vehicle is decelerated, regenerative power generation is performed in which the alternator is driven by inertial rotation of the drive wheels to generate electric power, power is supplied to the electrical components, and surplus electricity is collected in a battery. By using regenerative power generation, fuel consumption is reduced and energy efficiency is improved.

  A conventional vehicle power management device manages the power supply of the vehicle, such as performing regenerative power generation according to the operation status of the vehicle.

  However, the conventional vehicle power management device has a problem that the driver cannot recognize how much fuel consumption is suppressed by regenerative power generation, that is, how much fuel saving effect is achieved.

  Therefore, the problem to be solved by the present invention is to provide a vehicle power supply management device that allows the driver to recognize the fuel saving effect by regenerative power generation.

  In order to solve the above-described problem, according to the first aspect of the present invention, there is provided a vehicle power management device that regenerates a part of the amount of electricity generated by the alternator to the battery when the vehicle decelerates, and the electricity regenerated by the battery. The amount of electricity is calculated, the amount of electricity consumed to obtain the amount of electricity by driving the alternator with an engine of a predetermined rotational speed is calculated, and the amount of fuel consumed is accumulated from a desired time and output. It is characterized by comprising a processing unit and a display unit for displaying the output of the processing unit.

  According to the first aspect of the present invention, it is possible to accumulate and display the amount of fuel consumption required when the amount of electricity regenerated in the battery is generated by the engine. As a result, the driver can recognize how much fuel consumption has been suppressed by regenerative power generation from a desired time.

<First Embodiment>
FIG. 1 is a block diagram of a vehicle power management device according to the first embodiment of the present invention. As shown in FIG. 1, the vehicle power management device includes a current sensor 1, a voltage sensor 3, a processing unit 5, a storage unit 7, and a display unit 9.

  The current sensor 1 detects the input / output current of the battery 11. The voltage sensor 3 detects the terminal voltage of the battery 11. The processing unit 5 includes a CPU and the like, and performs various information processing operations (including control operations) for the calculation of the fuel saving effect and the management of the battery 11 (details will be described later). The storage unit 7 includes a memory and the like, and stores information necessary for various information processing operations performed by the processing unit 5. The display unit 9 is for displaying the output of the processing unit 5.

  FIG. 2 is a diagram illustrating an example of a display screen displayed on the display unit 9. The display unit 9 includes a plurality of display screens, and is configured such that each display screen can be switched by a switching button 94.

  The display screen shown in FIG. 2 shows how the battery 11 is currently charged in accordance with the operation state of the vehicle, and “charging system state” is displayed on the title display unit 93.

  The display screen also displays a cumulative fuel saving effect display unit 91 that displays the fuel saving effect that is cumulatively realized by regenerative power generation, and a power supply route display unit 95 that indicates the power supply route.

  Further, an operation state display unit 92 that indicates the operation state of the vehicle such as an acceleration state, a cruise state, a deceleration state, and a stop state is displayed on the display screen.

  The cumulative fuel saving effect display unit 91 rotates the engine 15 at a predetermined rotational speed and generates electric power with the alternator 13. The fuel consumption required to obtain the amount of electricity recovered by the battery 11 by regenerative power generation. Are accumulated and displayed from the desired measurement start time. In the display example of FIG. 2, the case where the cumulative fuel saving amount effect is 18 liters is displayed.

  The power supply path display unit 95 displays blocks indicating drive wheels, an engine, a generator (alternator), a battery, and electrical components. Each block is connected by an arrow indicating a power supply path.

  In the display example of FIG. 2, the power supply path when the vehicle is decelerating is displayed. When the vehicle decelerates, the generator is driven by inertial rotation of the drive wheels. Therefore, the arrow from the engine to the generator (alternator) is turned off, and the arrow from the drive wheel to the generator (alternator) is lit. A part of the power supplied from the generator (alternator) is supplied to the electrical component, and the surplus power is charged to the battery. Therefore, the arrow from the generator (alternator) to the electrical component and the battery is lit. The arrow from the battery to the electrical component is lit.

  Here, when the electrical component operates only by power supply from the battery and there is no power supply from the generator, the arrow from the generator to the electrical component is turned off.

  The driving state display unit 14 lights each of the blocks displayed as “acceleration”, “cruising”, “deceleration” and “stop” when the vehicle is in the acceleration state, the cruise state, the deceleration state, and the stop state. To display. The example of FIG. 2 shows the deceleration state of the vehicle, and only the “deceleration” block is lit.

  Next, the operation of the processing unit 5 will be described. The processing unit 5 performs battery management and calculation of the cumulative fuel saving effect.

  Battery management by the processing unit 5 includes charge management of the battery 11 and deterioration determination. In the charge management, the remaining charge of the battery 11 is managed by controlling the power generation status (output voltage, etc.) of the alternator 13 according to the state of the remaining charge of the battery 11. In general, when the engine 15 is started, charging of the battery 11 by the alternator 13 is started, the remaining charge of the battery 11 is substantially fully charged (for example, fully charged), and then various loads 17 are set. The battery 11 is charged by the alternator 13 when the remaining charge of the battery 11 is reduced due to the power consumption due to the above.

  Further, in the deterioration determination by the processing unit 5, when the battery 11 is substantially fully charged by charging after the engine is started, the terminal voltage of the battery 11 is changed downward or upward, and the terminal at the time of the change is changed. The voltage change amount and the input / output current value of the battery are detected via the voltage sensor 3 and the current sensor 1, and the internal resistance value of the battery 11 is derived based on the detected terminal voltage change amount and input / output current value. The degree of deterioration of the battery 11 is determined based on the derived internal resistance value.

  The deterioration determination process by the processing unit 5 will be specifically described.

  FIG. 3 is a waveform diagram schematically showing temporal transitions of the terminal voltage, charging current and discharging current of the battery 11. When the engine 15 is started at time T1 in FIG. 3 and charging of the battery 11 by the alternator 13 is started, as the charging proceeds, the terminal voltage of the battery 11 increases as shown by the waveform G1. When the state of charge of the battery 11 approaches full charge, the charging current input to the battery 11 gradually decreases as shown by the waveform G2.

  At time T2, when it is detected that the battery 11 is substantially fully charged (for example, fully charged), charging by the alternator 13 is stopped (thereby causing the charging current to become zero), and the waveform G3 As shown, the predetermined load 17 (details will be described later) is turned on and the battery 11 is forcibly discharged to lower the terminal voltage of the battery 11. The terminal voltage drop amount dV of the battery 11 and the discharge current value Iout of the battery 11 before and after the start of the forced discharge are detected via the voltage sensor 3 and the current sensor 1, and the voltage drop amount dV is detected as the discharge current value Iout. The internal resistance value of the battery 11 is derived by dividing by, and the degree of deterioration of the battery 11 is determined based on the value of the internal resistance value. For example, the presence or absence of deterioration of the battery 11 is determined based on whether or not the derived internal resistance value exceeds a predetermined reference. The determination result is output via the display unit 9 (not shown).

  Here, after the engine 15 is started, the detection that the battery 11 is substantially fully charged (for example, fully charged) is input to the battery 11 when the alternator 13 is being charged, for example. This is performed by detecting through the current sensor 1 that the value of the charging current is equal to or lower than a predetermined reference current level.

  Further, as the load 17 for causing the battery 11 to perform a forced discharge for deterioration determination, the electric power consumption when the battery 11 is turned on is equal to or higher than a predetermined level, and the vehicle passenger is not conscious of being turned on. It is desirable that Specifically, a defogger, a seat heater, etc. can be considered.

  Next, a method for calculating the fuel saving effect will be specifically described.

  The storage unit 7 stores in advance data X of the amount of electricity generated per unit time when the alternator 13 is driven by rotating the engine at a predetermined rotation speed (for example, 2000 rotations).

  Further, data Y indicating the time during which the engine can be rotated at a predetermined number of revolutions (fuel consumption) per unit fuel consumption is stored in advance.

  First, the alternator 13 outputs an output voltage or the like to the processing unit 5. The processing unit 5 calculates the amount of electricity regenerated in the battery 11 based on the output from the alternator 13 and the like when regenerative power generation is performed. Here, a part of the electric power generated by the alternator 13 is supplied to the electrical component. Therefore, the processing unit 5 removes the predetermined reference electric quantity (corresponding to the electric quantity supplied to the electrical component) assumed in advance from the electric quantity generated by the regenerative power generation, and regenerates the electric quantity (battery 11). To calculate the amount of electricity charged).

  When the amount of electricity regenerated is calculated, the processing unit 5 calls the data X and data Y from the storage unit 7.

  Next, when the alternator 13 is driven by an engine that rotates at a predetermined rotational speed, the amount of fuel necessary to generate an amount of electricity equivalent to the amount of electricity regenerated in the battery 11 is calculated. This fuel amount is used as a fuel saving effect. The fuel saving effect corresponds to the amount of fuel whose consumption is suppressed by the amount of electricity obtained by regenerative power generation.

  Here, the fuel saving effect is calculated by the equation (1) using the regenerated electric quantity and the data X and Y.

Fuel saving effect = amount of electricity regenerated · 1 / X · 1 / Y Equation (1)
This fuel saving effect is accumulated and output to the display unit 9 every time regenerative power generation occurs from a desired measurement start time. The display unit 9 displays the accumulated fuel saving effect as the accumulated fuel saving effect.

  Since the configuration described above is provided, the vehicle power management device according to the present embodiment generates electricity generated by the alternator 13 by rotating the engine 15 at a predetermined number of revolutions using the electricity recovered by the battery 11 by regenerative power generation. In this case, it can be displayed in terms of the amount of fuel required. As a result, the driver can recognize how much fuel consumption is suppressed by the regenerative power generation.

It is a block diagram of the vehicle power management device concerning a 1st embodiment of the present invention. It is a figure which shows an example of the display screen of a display part. It is a wave form diagram which shows typically time transition of the terminal voltage of a battery, charge current, and discharge current.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Current sensor 3 Voltage sensor 5 Processing part 7 Storage part 9 Display part 10 Display screen 11 Battery 12 Cumulative fuel-saving effect display part 13 Alternator 15 Engine 17 Load

Claims (1)

A vehicle power management device that regenerates a part of the amount of electricity generated by an alternator to a battery when the vehicle decelerates,
The amount of electricity regenerated in the battery is calculated, the amount of electricity consumed to drive the alternator with an engine having a predetermined rotational speed is calculated, and the amount of fuel consumed is calculated as desired. A processing unit that accumulates and outputs from the time, and
A display unit for displaying the output of the processing unit;
A vehicle power management apparatus comprising:

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