JP2011093343A - Vehicle energy state analysis device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an energy state analysis device for a vehicle displaying an energy state transition figure of the vehicle. <P>SOLUTION: The vehicle energy state analysis device is provided with: a chemical energy deriving part for deriving chemical energy consumed and recovered in the driving of a vehicle; and a traveling energy deriving part for deriving traveling energy of the vehicle. The chemical energy includes fuel energy to be derived on the basis of fuel usage, and the traveling energy includes kinetic energy of the vehicle. The vehicle energy state analysis device is provided with: a plot processing part for time-sequentially plotting output values specified from the chemical energy derived by the chemical energy deriving part and the traveling energy derived by the traveling energy deriving part to coordinates configured of a first coordinate axis showing the chemical energy and a second coordinate axis showing the traveling energy orthogonal to the first coordinate axis; and a display processing part for processing the display of the vehicular energy state transition figure based on each output value plotted to the coordinates. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle energy state analysis apparatus.

  A hybrid vehicle has a plurality of energy sources such as electric power and fuel stored in a battery, and conventionally, a technology for displaying the remaining amount of energy is known. For example, the total remaining amount data summing up the remaining amount of electricity stored and the remaining amount of liquid fuel, a technique for displaying the remaining travelable distance according to the total remaining amount data (see, for example, Patent Document 1), the remaining amount of fuel and the stored electricity A technique for displaying both the remaining amount (see, for example, Patent Document 2) and a technique for integrally displaying the remaining amount of fuel and the remaining amount of power storage (for example, see Patent Document 3) are known.

JP-A-11-220803 JP 2008-247081 A JP 2009-61921 A

  According to the above-described technique, the total remaining amount of the remaining amount of fuel and the remaining amount of stored electricity can be displayed, and the remaining travelable distance can be displayed, and the user can check these data. . However, with these technologies, it has not been possible to display a history of energy states associated with traveling of the vehicle or time-series energy state transitions.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide an energy state for a vehicle capable of easily displaying a history of energy states and time-series energy state transitions associated with traveling of the vehicle. It is to provide an analysis device.

  In order to achieve the above object, the invention according to claim 1 is directed to a chemical energy deriving unit (for example, a management ECU 201 in an embodiment described later) for deriving chemical energy consumed and recovered in driving a vehicle, A vehicle energy state analysis device including a travel energy deriving unit (for example, a management ECU 201 in an embodiment described later) for deriving travel energy, wherein the chemical energy is derived from fuel energy derived based on fuel usage. The travel energy includes kinetic energy of the vehicle, and includes coordinates of a first coordinate axis indicating chemical energy and a second coordinate axis indicating travel energy orthogonal to the first coordinate axis. The chemical energy derived by the chemical energy deriving unit and the traveling energy A plot processing unit (for example, management ECU 201 in an embodiment described later) that plots output values specified from the running energy derived by the ghee deriving unit in time series, and each output value plotted on the coordinates A display processing unit (for example, a management ECU 201 in an embodiment described later) that performs processing to display an energy state transition diagram of the vehicle.

  The invention according to claim 2 is the vehicle energy state analysis apparatus according to claim 1, wherein the display processing unit is accelerated by a driving force from an internal combustion engine of the vehicle (for example, an internal combustion engine 107 in an embodiment described later). Sometimes, the energy state transition in which the traveling energy increases while the chemical energy decreases is displayed in the energy state transition diagram, and when the vehicle decelerates, the energy state transition in which the traveling energy decreases decreases in the energy state transition diagram. It is characterized by processing to display.

  According to a third aspect of the present invention, in the vehicle energy state analysis device according to the first or second aspect, the chemical energy deriving unit is a capacitor capable of supplying electric power used for driving the vehicle (for example, implementation described later) It is characterized by deriving chemical energy including stored energy based on the remaining capacity of the capacitor 103) in the embodiment.

  The invention according to claim 4 is the vehicle energy state analysis device according to any one of claims 1 to 3, wherein the travel energy deriving unit includes travel energy including energy that opposes a travel resistance generated when the vehicle travels. Is derived.

  The invention according to claim 5 is the vehicle energy state analysis device according to any one of claims 1 to 4, wherein the running energy deriving unit derives running energy including positional energy of the vehicle. .

  The invention according to claim 6 is the vehicle energy state analysis apparatus according to any one of claims 1 to 5, wherein the display processing unit is configured to store the energy for each operation mode in which a use form of the drive source of the vehicle is different. The state transition diagram is processed so as to be displayed in a different display form.

  The invention according to claim 7 is the vehicle energy state analysis apparatus according to any one of claims 1 to 6, wherein the display processing unit performs processing so as to display an ideal energy state transition diagram.

  The invention according to claim 8 is the vehicle energy state analysis device according to claim 7, wherein a difference calculation unit that calculates a difference between an ideal energy state transition and an actual vehicle energy state transition (for example, in an embodiment described later) A management ECU 201), and a coincidence deriving unit (for example, management ECU 201 in an embodiment described later) for deriving a coincidence between the ideal energy state transition and the actual vehicle energy state transition based on the difference. And the display processing unit performs processing to display the degree of coincidence.

  The invention according to claim 9 is the vehicle energy state analysis apparatus according to claim 8, wherein a response adjusting unit (for example, a management ECU 201 in an embodiment described later) that adjusts the response of the torque command based on the difference. It is characterized by providing.

  The invention according to claim 10 is the vehicle energy state analysis apparatus according to any one of claims 1 to 9, wherein the chemical energy deriving unit is an auxiliary machine of the vehicle (for example, an auxiliary machine 125 in an embodiment described later). Subtracting the energy used to derive the chemical energy.

  The invention according to claim 11 is the vehicle energy state analysis device according to any one of claims 1 to 10, further comprising a transmission unit that transmits information related to energy state transition of the vehicle to an external information center. To do.

  According to the first and second aspects of the invention, the user can easily check the fuel usage state and the kinetic energy state transition of the vehicle as the vehicle travels.

  According to the invention of claim 3, since the chemical energy is adjusted according to the remaining capacity of the battery, the accuracy of the displayed chemical energy can be improved.

  According to the fourth aspect of the present invention, the traveling energy is adjusted according to the traveling resistance, so that the accuracy of the displayed traveling energy can be improved.

  According to the fifth aspect of the present invention, the traveling energy is adjusted according to the potential energy, so that the accuracy of the displayed traveling energy can be improved.

  According to the sixth aspect of the present invention, the energy state transition diagram can be displayed in a different display mode for each operation mode in which the usage mode of the vehicle drive source is different, so that the user can easily change the energy state of the vehicle in each operation mode Can be confirmed.

  According to the invention of claim 7, the user can easily compare the ideal energy state transition and the actual energy state transition.

  According to the invention of claim 8, the user can easily confirm the deviation between the ideal energy state transition and the actual energy state transition.

  According to the ninth aspect of the invention, since the response of the torque command is adjusted based on the difference between the ideal energy state transition and the actual energy state transition, it is possible to approach the ideal energy state transition.

  According to the invention of claim 10, since the chemical energy is adjusted according to the energy consumption of the auxiliary machine, the display accuracy can be improved.

  According to the invention of claim 11, the external information center can collect data.

It is a block diagram which shows the vehicle energy state analyzer concerning 1st Embodiment. It is a schematic diagram which shows an example of driving | running | working of a vehicle. (A)-(D) show the example of an energy state transition diagram. (A)-(B) show the example of a display of the energy state transition of the vehicle from which air resistance differs. It is a schematic diagram which shows an example of the operation mode of a vehicle. An example of the display process based on the operation mode shown in FIG. 5 is shown. It is a schematic diagram which shows the example different from FIG. 5 of the operation mode of a vehicle. An example of the display process by the vehicle energy state analyzer which concerns on 1st Embodiment is shown. The other example of the display process by the vehicle energy state analyzer which concerns on 1st Embodiment is shown. It is a flowchart which shows operation | movement of the vehicle energy state analyzer which concerns on 1st Embodiment. An example of the display process by the vehicle energy state analyzer which concerns on 2nd Embodiment is shown. It is a flowchart which shows operation | movement of the vehicle energy state analyzer which concerns on 2nd Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.

(First embodiment)
A HEV (Hybrid Electrical Vehicle) includes an electric motor and an internal combustion engine, and travels by the driving force of the electric motor and / or the internal combustion engine according to the traveling state of the vehicle. FIG. 1 is a block diagram showing the internal configuration of the HEV. As shown in FIG. 1, an HEV (hereinafter simply referred to as “vehicle”) includes an electric motor (MOT) 101, a capacitor (BATT) 103, an inverter (INV) 105, an internal combustion engine (ENG) 107, an inverter ECU (INV ECU) 111, engine ECU (ENG ECU) 113, ammeter 115, voltmeter 117, management ECU (MG ECU) 201, and belt-type continuously variable transmission (CVT) And a transmission (T / M) 121 including a starting clutch, a vehicle speed sensor 123, and an auxiliary machine 125. A part or the whole of the vehicle functions as a vehicle energy state analysis device.

  The electric motor 101 is, for example, a three-phase AC motor. The driving force from the electric motor 101 is transmitted to the drive wheels 153 via the transmission 121 and the drive shaft 151. When the driving force is transmitted from the driving wheel 153 side to the electric motor 101 side through the driving shaft 151 during deceleration of the vehicle, the electric motor 101 functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle is It collects as energy (regenerative energy) and charges the battery 103. Further, depending on the driving state of the vehicle, the electric motor 101 is driven as a generator by the output of the internal combustion engine 107 to generate electric energy and charge the battery 103.

  The battery 103 is a DC power source having a plurality of power storage cells connected in series, and supplies power to the electric motor 101 via the inverter 105. Note that the output voltage of the battery 103 is a high voltage (for example, 100 to 200 V).

  Inverter 105 converts DC power from battery 103 into three-phase AC power. Between the battery 103 and the inverter 105, an ammeter 115 and a voltmeter 117 for detecting DC power from the battery 103 are provided. Inverter ECU 111 controls the operation of inverter 105.

  The internal combustion engine 107 generates a driving force (output torque) for the vehicle to travel by burning the fuel injected and supplied from the injector in response to the fuel injection command and the ignition command from the engine ECU 113. The driving force from the internal combustion engine 107 and the electric motor 101 is transmitted to the drive wheel 153 via the transmission 209 and the drive shaft 151. A rotating shaft (not shown) of the electric motor 101 and a crankshaft (not shown) of the internal combustion engine 107 are directly connected.

  The management ECU 201 switches the transmission system of the driving force and controls the electric motor 101, the inverter 105, the internal combustion engine 107, the transmission 121, and the like. The management ECU 201 also receives vehicle speed information from the vehicle speed sensor 123, accelerator pedal opening (AP opening) information (not shown), brake pedal depression information (not shown), GPS information, and the like. In addition, information from the ammeter 115 and the voltmeter 117 is input to the management ECU 201 and the remaining capacity of the battery 103 is calculated. The management ECU 201 determines each driving force output from the internal combustion engine 107 and the electric motor 101 based on the AP opening degree information and the vehicle speed information detected by the vehicle speed sensor 123. The management ECU 201 instructs the engine ECU 113 to output the desired driving force based on the determined driving forces, and the motor ECU (not shown) so that the electric motor 101 outputs the desired driving force. Z)).

  The auxiliary machine 125 is, for example, a compressor of an air conditioner that adjusts the passenger compartment temperature, and operates by a driving force from the internal combustion engine 107. The management ECU 201 controls and monitors the driving of the auxiliary machine 125.

  A vehicle having such a configuration can be driven and charged in various operation modes that use different driving sources. Examples of the operation mode of the vehicle include idle charging, cruise charging, ENG traveling, assist traveling, EV traveling, regeneration, and the like.

  In idle charging, the vehicle does not travel, and the electric motor 101 is driven by driving the internal combustion engine 107 to charge the battery 103. In cruise charging, the vehicle drives the electric motor 101 by driving the internal combustion engine 107 to charge the battery 103 and travel. In ENG traveling, the vehicle travels only by driving the internal combustion engine 107.

  In the assist travel, the vehicle travels by both driving of the internal combustion engine 107 and driving of the electric motor 101 by the stored energy of the battery 103. In the EV traveling, the vehicle travels only by driving the electric motor 101 with the energy stored in the battery 103. In regeneration, the kinetic energy is converted into stored energy by the regenerative braking force of the electric motor 101 during deceleration of the vehicle, and the battery 103 is charged by collecting this energy.

  The vehicle energy state analysis device according to the present embodiment derives chemical energy and travel energy of the vehicle, and processes the transition of these energy states to be displayed on a display unit (not shown). Hereinafter, in the present embodiment, chemical energy and travel energy used as energy indexes will be described in detail.

(Chemical energy)
Chemical energy means chemical energy that is consumed and recovered when the vehicle is driven. The chemical energy, for example, the fuel energy E _F based on the fuel used by the internal combustion engine, the stored energy E _B based on electricity stored in the battery 103 is. Fuel energy E _F is derived based on the fuel consumption calculated by the fuel injection amount or the like which is indicated by the detection result and an engine ECU of the fuel gauge (not shown). Stored energy _{E B} is derived based on the remaining capacity of the battery 103 detected by the ammeter 115 and the voltmeter 117.

(Running energy)
The travel energy means physical energy generated as the vehicle travels. The travel energy, for example, the kinetic energy E _V, energy against running resistance (hereinafter, also referred to as a running resistance energy) and E _R, there is a potential energy E _P. Kinetic energy E _V is the energy that varies with the speed change of the vehicle is derived based on the vehicle speed detected by the vehicle speed sensor 123.

（但し、μ_a:空気抵抗係数， Ａ:前映投面積， ｖ:車速）
空気抵抗係数μ_aおよび前映投面積Ａは車両の車種によって固有の値であるため、車両の空気抵抗に基づく走行抵抗エネルギーは、車速センサ１２３により検知される車速に基づき導出される。 The running resistance energy E _R is energy that opposes the running resistance generated when the vehicle is running. For example, the running resistance energy E _R is generated by the air resistance generated by the friction between the vehicle body surface and the air, the wheel friction resistance, or the energy loss between the road surfaces. Derived based on rolling resistance or the like. Running resistance energy E _R by the air resistance is derived by the following equation.

(However, μ _a : Air resistance coefficient, A: Pre-projection area, v: Vehicle speed)
Since the air resistance coefficient μ _a and the projection area A are specific values depending on the type of vehicle, the running resistance energy based on the vehicle air resistance is derived based on the vehicle speed detected by the vehicle speed sensor 123.

The positional energy E _P is energy that changes with a change in position due to the traveling of the vehicle, and is derived based on vehicle position information detected by a GPS (not shown).

  In this embodiment, as shown in FIG. 2, energy state transitions when the vehicle travels downhill while decelerating after climbing while accelerating on a road with a difference in elevation are shown in FIGS. ) Can be displayed. In addition, all energy state transition diagrams described in the drawings are displayed using coordinates indicating traveling energy on the horizontal axis and chemical energy on the vertical axis.

In FIG. 3 (A), the chemical energy is derived only by the fuel energy E _F, the travel energy is derived only by the kinetic energy E _V. In FIG. 3A, the output values (E _V (t), E _F (t)) at time (t) are plotted in time series in the coordinates where the horizontal axis represents the running energy and the vertical axis represents the chemical energy. Shows an energy state transition diagram. While the vehicle is accelerating, the kinetic energy E _V (running energy) increases, while the fuel is used, so the fuel energy E _F (chemical energy) decreases. When the vehicle decelerates, the kinetic energy E _V (running energy) decreases, but the fuel energy E _F (chemical energy) does not change because the fuel is cut.

In FIG. 3 (B), chemical energy is derived by the sum of the fuel energy E _F and the energy stored E _B, the traveling energy is derived only by the kinetic energy E _V. FIG. 3B shows the output values (E _V (t), E _F (t) + E _B (t)) at time (t) in the coordinates where the horizontal axis represents the running energy and the vertical axis represents the chemical energy. The energy state transition diagram is shown by plotting in series. During acceleration of the vehicle, kinetic energy E _V (running energy) increases, while chemical energy decreases because both storage energy E _B and fuel energy E _F are used. During deceleration of the vehicle, kinetic energy (traveling energy) is decreased, because the reduced kinetic energy E _V is charged to the capacitor with the regenerative electric storage energy E _B increases. Since the fuel energy E _F does not change because of the fuel cut, it will increase chemical energy as a result.

Figure 3, (C), chemical energy is derived by the sum of the fuel energy E _F and the energy stored E _B, the traveling energy is derived by the sum of the running resistance energy E _R and kinetic energy E _V. FIG. 3C shows output values (E _V (t) + E _R (t), E _F (t) + E _B () at time (t) in the coordinates where the horizontal axis represents the traveling energy and the vertical axis represents the chemical energy. An energy state transition diagram is shown by plotting t)) in time series. During acceleration of the vehicle, while the kinetic energy E _V and running resistance energy E _R is increased travel energy increases, chemical energy is reduced for both the stored energy E _B and the fuel energy E _B of the battery is used . During deceleration of the vehicle, the travel energy for kinetic energy E _V and running resistance energy E _R decreases but decreases, since reduced kinetic energy E _V is charged to the capacitor with the regenerative electric storage energy E _B increases. Since the fuel energy E _F does not change because of the fuel cut, it will increase chemical energy as a result.

FIG. 4 shows a comparison of energy state transition diagrams for vehicles having the same vehicle weight and different air resistance. FIG. 4 (A), the both (B), chemical energy is derived based on the sum of the fuel energy _{E F} and stored energy _{E B.} In contrast, the travel energy is derived based solely on the kinetic energy E _V FIG. 4 (A), the derived based on the sum shown in FIG. 4 (B) the kinetic energy E _V and running resistance energy E _R.

As can be seen from FIG. 4 (A), if the travel energy is derived based only on the kinetic energy E _V is the air resistance difference of the vehicle appears as the slope of the line energy state transition diagram. A vehicle with higher air resistance has a larger slope of the energy state transition diagram, resulting in a greater reduction in chemical energy.

In contrast, as can be seen from FIG. 4 (B), if the travel energy is derived based on the sum of the kinetic energy E _V and running resistance energy E _R is typically energy states towards the air resistance larger vehicle The slope of the transition diagram line is small. That is, it can be seen that a car having a large air resistance is more efficient than a car having a small air resistance. Thus, by deriving the travel energy based on the sum of the kinetic energy E _V running resistance energy E _R, the chemical energy required for traveling, it can be discussed in more detail in accordance with the vehicle.

Figure 3, (D), the chemical energy is derived by the sum of the fuel energy E _F and the energy stored E _B, the traveling energy is derived by the sum of the potential energy E _C and running resistance energy E _R and kinetic energy E _V. FIG. 3D shows output values (E _V (t) + E _R (t) + E _P (t), E _F (t) at time (t) in the coordinates where the horizontal axis represents the traveling energy and the vertical axis represents the chemical energy. An energy state transition diagram is shown by plotting t) + E _B (t)) in time series. During acceleration of the vehicle, while with kinetic energy E _V and running resistance energy E _R is increased by an increase in the vehicle speed, the travel energy increases the potential energy E _P by uphill increases, the energy stored E _B and fuel battery 103 chemical energy is reduced for both the energy E _F is used. During deceleration of the vehicle, the kinetic energy E _V and running resistance energy E _R together with decreases, the potential energy E _P by downhill traveling energy is reduced to decrease. On the other hand, during deceleration for reduced kinetic energy E _V is charged to the battery 103 by the regenerative electric storage energy E _B increases. Since the fuel energy E _F does not change because of the fuel cut, it will increase chemical energy as a result.

The vehicle energy state analysis apparatus according to the present embodiment can display energy state transitions in different display forms for each operation mode of the vehicle. For example, FIG. 6 shows an energy state transition diagram when the vehicle travels while changing the operation mode one after another as shown in FIG. In Figure 6, the chemical energy is derived based on the sum of the stored energy E _B and the fuel energy E _F, travel energy is derived based on the sum of the running resistance energy E _R and kinetic energy E _V, for different modes of operation Plot using different point types and display energy state transition diagram.

As shown in FIG. 6, when the operation mode of the vehicle is idle charging, the running energy does not change because the vehicle does not run. During the idle charging is charging the battery 103 by the fuel energy E _F is performed, since towards the decrease in fuel energy E _F than the increase in the stored energy E _B is large, the chemical energy as result decreasing . Vehicle operation mode is switched to the assist running, the vehicle is an acceleration, while the chemical energy is reduced for both the fuel energy E _F and stored energy E _B decreases, the kinetic energy E _V and running resistance energy E _R As a result, the running energy increases.

When the vehicle operation mode is switched to the cruise charge, the vehicle without the use of stored energy E _F, it performs both traveling and charging of the battery 103 while consuming only a fuel energy E _F. Thus the fuel is used in large quantities if a large decrease of the fuel energy E _F than the increase in stored energy E _B, chemical energy as a result decreases. In this case, the vehicle since the acceleration, the running energy increases as a result of the kinetic energy E _V and running resistance energy E _R increases.

When the vehicle operation mode is switched to the EV traveling, the vehicle without the use of fuel energy E _F, performing driving while consuming only a stored energy E _B. Therefore, since the fuel energy E _F does not change to reduce the stored energy E _B, chemical energy is reduced. If this vehicle is accelerating state, and the running energy is increased as a result of the kinetic energy E _V and running resistance energy E _R is increased, if the vehicle is in a state of traveling at a constant speed, the running resistance energy E _R As a result of the increase, the running energy increases.

When the vehicle operation mode is switched to the ENG traveling, the vehicle without the use of stored energy E _B of the battery 103, performs running while consuming only a fuel energy E _F. Thus, the stored energy E _B does not change because of reduced fuel energy E _F, chemical energy is reduced. Since the vehicle is accelerating in this case, the running energy increases as a result of the kinetic energy E _V and running resistance energy E _R increases.

When the operation mode the vehicle is decelerated is switched to the regenerative kinetic energy E _V and running resistance energy E _R is traveling energy is reduced to decrease. Since reduced kinetic energy E _V is charged to the battery 103 by the regenerative electric storage energy E _B increases. Since the fuel energy E _F does not change because of the fuel cut, it will increase chemical energy as a result.

  In FIG. 6, the energy state transition diagram is displayed by plotting with different point types for different operation modes so that the user can distinguish the operation modes. However, the display is limited to such display. It may be displayed by plotting with different colors for each operation mode.

  Moreover, the vehicle energy state analysis apparatus according to the present embodiment can display the energy state transition of the vehicle by various methods. For example, FIG. 8 and FIG. 9 show display examples of energy state transition diagrams when the vehicle travels while changing the operation mode one after another as shown in FIG. In FIG. 8, time-series display is performed so that the energy state transition diagram of each operation mode is continuous. On the other hand, in FIG. 9, the energy state transition diagram is broken down for each operation mode in order to clearly show the amount of decrease in chemical energy and increase in travel energy for each operation mode, and the efficiency of each operation mode. it's shown.

Hereinafter, the operation of the vehicle energy state analysis apparatus according to the present embodiment will be described in detail. FIG. 10 is a flowchart showing the operation of the vehicle energy state analysis apparatus according to the present embodiment. As shown in FIG. 10, the management ECU 201 first determines the fuel energy E _F (t), based on the vehicle speed information from the vehicle speed sensor 123, the numerical values of the ammeter 115 and the voltmeter 117, and the fuel injection command value of the engine ECU 113. The stored energy E _B (t), kinetic energy E _V (t), and running resistance energy E _R (t) are calculated (step S1). Next, the management ECU 201 determines the current operation mode of the vehicle based on these energy values (step S2).

  The vehicle energy state analyzer includes a memory (not shown). Each energy value calculated in step S1 is associated with the current operation mode determined in step S2, and is stored in a memory having a different address for each operation mode (step S3).

Then, the management ECU 201 derives the chemical energy by adding the fuel energy E _F (t) calculated in step S1 and the stored energy E _B (t), and the kinetic energy E _V (t) and the running resistance energy The running energy is derived by adding E _R (t) (step S4).

  And management ECU201 processes so that an energy state transition diagram may be displayed on the coordinate system of a display part not shown (step S7). This display can be performed in the various modes described above according to the operation of the operation unit (not shown) by the user.

  As described above, according to the vehicle energy state analysis apparatus according to the present embodiment, the user can easily check the fuel usage state and the vehicle kinetic energy state transition associated with the traveling of the vehicle. . Further, since the chemical energy is adjusted according to the remaining capacity of the battery, the accuracy of the displayed chemical energy can be improved. In addition, since the travel energy is adjusted according to the travel resistance and the position energy, the accuracy of the displayed travel energy can be improved. Since the energy state transition diagrams can be displayed in different display modes for each operation mode in which the usage mode of the vehicle drive source is different, the user can easily check the energy state transition of the vehicle in each operation mode.

(Second Embodiment)
Next, a vehicle energy state analysis apparatus according to the second embodiment of the present invention will be described with reference to FIGS. The second embodiment is different from the first embodiment in that processing is performed to display an ideal energy state transition diagram in addition to the actual vehicle energy state transition diagram. Therefore, the same or equivalent parts as those in the first embodiment are denoted by the same reference numerals or equivalent signs, and the description thereof is simplified or omitted.

  The vehicle energy state analyzer according to the present embodiment stores data relating to ideal energy state transitions in a memory (not shown), and the ideal energy state transition diagram is converted into an actual energy state transition diagram as shown in FIG. Can be displayed in an overlapping manner. In FIG. 11, an actual energy state transition diagram and an ideal energy state transition diagram are created by plotting with different point types for each operation mode. In the actual energy state transition diagram, black dots with different shapes are used for each operation mode, whereas in the ideal energy state transition diagram, it corresponds to the shape of the point type used in the actual energy state transition diagram. In addition, white dots of the same shape are used. By such display processing, it is possible to easily show the user about the energy efficiency of the traveling of his / her vehicle.

  Further, the vehicle energy state analysis device according to the present embodiment derives a difference between an ideal energy state transition diagram and an actual energy state transition diagram, and the ideal energy state transition diagram and the actual energy state transition diagram based on the difference. The degree of coincidence can be derived. By displaying the degree of coincidence with a score or the like, the user can easily confirm the difference between the ideal energy state transition diagram and the actual energy state transition diagram.

  Further, the vehicle energy state analysis device according to the present invention provides a torque command response based on the difference between the actual energy state transition and the ideal energy state transition so that the actual energy state transition approaches the ideal energy state transition. Sex can be adjusted.

Hereinafter, the operation of the vehicle energy state analysis apparatus according to the present embodiment will be described in detail. FIG. 12 is a flowchart showing the operation of the vehicle energy state analysis apparatus according to the present embodiment. As shown in FIG. 12, first, the management ECU 201 determines the fuel energy E _F (t), based on the vehicle speed information from the vehicle speed sensor 123, the numerical values of the ammeter 115 and the voltmeter 117, and the fuel injection command value of the engine ECU 113. The stored energy E _B (t), kinetic energy E _V (t), and running resistance energy E _R (t) are calculated (step S11). Next, the management ECU 201 determines the current operation mode of the vehicle based on these energy values (step S12).

  The vehicle energy state analysis apparatus according to this modification includes a memory (not shown). Each energy value calculated in step S1 is associated with the current operation mode determined in step S12, and is stored in a memory having a different address for each operation mode (step S13).

Then, the management ECU 201 calculates the chemical energy by adding the fuel energy E _F (t) and the stored energy E _B (t) calculated in step S21, and the kinetic energy E _V (t) and the running resistance energy The running energy is calculated by adding E _R (t) (step S14).

  The memory stores data related to the ideal energy state transition diagram, and the ideal energy state transition and the actual energy state transition can be compared. The management ECU 201 calculates the difference between the ideal energy state transition and the actual energy state transition (step S15).

  Next, the management ECU 201 determines whether or not the difference between the actual energy state transition and the ideal energy state transition is greater than a predetermined threshold (step S16). When the difference is larger than the threshold, that is, when the actual energy state transition deviates from the ideal energy state transition, the management ECU 201 makes the actual energy state transition approach the ideal energy state transition. An annealing process is performed (step S17). For example, as a result of comparing the actual energy state transition and the ideal energy state transition, if it is determined that there is much cruise charging in actual driving and there is little EV driving or assist driving, the response to the accelerator pedal is controlled. Thus, the response of the torque command is adjusted to facilitate switching to EV running or assist.

  When it is determined in step S16 that the difference is equal to or smaller than the threshold value, or after the smoothing process in step S17, the management ECU performs a process to display energy state transition on a display unit (not shown) (step S18). This display can be performed in the various modes described above by the user operating an operation unit (not shown).

  The management ECU 201 determines the MOT required torque and the fuel injection amount, gives instructions to the engine ECU 113, and controls the electric power supplied to the electric motor 101 by the inverter ECU 111 so as to approach the ideal energy state transition. (Step S19).

  As described above, according to the vehicle energy state analysis device according to the present embodiment, the response of the torque command is adjusted based on the difference between the ideal energy state transition and the actual energy state transition. Can be approached.

In the modified example of the vehicle energy state analysis apparatus, the chemical energy is added to the fuel energy E _F (t) and the stored energy E _B (t), and then the auxiliary device 125 such as an air conditioner, an audio system, or a navigation system is added. It may be derived by subtracting the auxiliary energy E _A (t) for use. That is, in this modification, chemical energy is derived from the following equation.
Chemical energy (t) = E _F (t) + E _B (t) −E _A (t)
Thereby, since management ECU201 derives | emits chemical energy according to the energy consumption of an auxiliary machine, an accuracy can be improved.

  Moreover, in the modification of this vehicle energy state analyzer, the transmission part not shown may transmit the data regarding the energy state transition of a vehicle to an external information center. Thereby, the external information center can collect the data regarding the running state and energy state of each vehicle.

  In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.

101 Electric motor (MOT)
103 Battery (BATT)
107 Multi-cylinder internal combustion engine (ENG)
125 Auxiliary machine 201 Management ECU (MG ECU)

Claims (11)

A chemical energy deriving unit for deriving chemical energy consumed and recovered in driving the vehicle;
A vehicle energy state analyzer comprising: a vehicle energy deriving unit for deriving vehicle energy;
The chemical energy includes fuel energy derived based on fuel usage,
The travel energy includes kinetic energy of the vehicle,
The chemical energy derived from the chemical energy deriving unit and the traveling energy are coordinated by a first coordinate axis representing chemical energy and a second coordinate axis representing traveling energy orthogonal to the first coordinate axis. A plot processing unit that plots output values identified from the running energy derived by the deriving unit in time series;
And a display processing unit for processing to display an energy state transition diagram of the vehicle based on each output value plotted on the coordinates.   The display processing unit displays, in the energy state transition diagram, an energy state transition in which the traveling energy increases while the chemical energy decreases when the vehicle is accelerated by a driving force from an internal combustion engine, and when the vehicle is decelerated. The vehicle energy state analysis device according to claim 1, wherein an energy state transition in which the travel energy decreases is processed to be displayed on the energy state transition diagram.   The vehicle energy according to claim 1, wherein the chemical energy deriving unit derives chemical energy including stored energy based on a remaining capacity of a battery capable of supplying electric power used for driving the vehicle. Condition analysis device.   4. The vehicle energy state analysis device according to claim 1, wherein the travel energy deriving unit derives travel energy including energy that opposes a travel resistance generated when the vehicle travels. 5. .   5. The vehicle energy state analysis apparatus according to claim 1, wherein the travel energy deriving unit derives travel energy including positional energy of the vehicle.   The said display process part is processed so that the said energy state transition diagram may be displayed with a different display form for every operation mode from which the usage form of the said drive source of a vehicle differs, respectively. The vehicle energy state analyzer according to claim 1.   The vehicle energy state analyzer according to any one of claims 1 to 6, wherein the display processing unit performs processing to display an ideal energy state transition diagram. A difference calculation unit for calculating a difference between an ideal energy state transition and an actual vehicle energy state transition;
A degree of coincidence deriving unit for deriving a degree of coincidence between the ideal energy state transition and the energy state transition of the actual vehicle based on the difference;
The vehicle energy state analysis apparatus according to claim 7, wherein the display processing unit performs processing to display the degree of coincidence.   The vehicle energy state analyzer according to claim 8, further comprising a responsiveness adjusting unit that adjusts a responsiveness of the torque command based on the difference.   The vehicle energy state analysis device according to any one of claims 1 to 9, wherein the chemical energy deriving unit derives the chemical energy by subtracting energy used by an auxiliary machine of the vehicle. .   The vehicle energy state analysis device according to any one of claims 1 to 10, further comprising: a transmission unit that transmits information on energy state transition of the vehicle to an external information center.

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