JP2011230601A - Control device for vehicle, and control system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle, and the like that properly determine the cause of charging rate reduction of an on-board battery and properly control on-board equipment on the basis of the determined result.SOLUTION: The control device for the vehicle includes: an on-board battery monitor for obtaining a value indicating a charging condition of the on-board battery for supplying power to the on-board equipment; a vehicle condition detector for detecting a vehicle condition; a charging-rate reduction-cause determiner for determining that the cause of reduction when the charging rate of the on-board battery reduces is any of the causes of reduction divided into at least two, on the basis of a relation between the value indicating the charging condition of the on-board battery obtained by the on-board battery monitor and the vehicle condition detected by the vehicle condition detector; and a controller for controlling the on-board equipment on the basis of the cause of charging rate reduction of the on-board battery determined by the charging-rate reduction-cause determiner.

Description

  The present invention analyzes a change in the amount of charge of an in-vehicle battery, and controls the in-vehicle device based on the result, and the control for the vehicle realized by cooperation of the in-vehicle controller and the outside server. About the system.

  2. Description of the Related Art Conventionally, a vehicle is equipped with an in-vehicle battery for supplying electric power to in-vehicle devices such as an air conditioner, a car audio, and a navigation device. The in-vehicle battery is usually charged with electric power generated by an alternator (generator) attached to the engine.

  In relation to this, an invention relating to a battery performance rank diagnosis device and the like for diagnosing whether or not the performance rank of a battery is appropriate has been disclosed (for example, see Patent Document 1). In this device, it is determined whether or not the performance rank of the battery is appropriate based on the difference between the amount of charge from the generator and the amount of discharge to the load and the amount of change in the value indicating the state of charge due to dark current. Yes.

  Moreover, the invention about the battery capacity | capacitance detection apparatus which detects the full charge capacity of a battery is disclosed (for example, refer patent document 2). In this device, the charging circuit and discharging circuit are turned on or off to bring the battery into a predetermined intermediate discharge state, and then charged to a fully charged state. Based on the charging time required for the charging and the known charging characteristics, the battery is fully charged. The charge capacity is detected, and the deterioration state of the battery is detected.

JP 2008-008861 A JP 2005-265801 A

  However, in the apparatus described in the above-mentioned Patent Document 1, as a result of making a determination simply based on the difference between the amount of charge from the generator and the amount of discharge to the load, the amount of battery discharge caused by abrupt driving operation or road environment In some cases, it is determined that the battery performance rank is low. As described above, an in-vehicle battery is usually charged by electric power generated by an alternator attached to the engine, so that the engine load increases or decreases due to a rapid driving operation or a road environment. This is because the number increases or decreases. Therefore, in the apparatus described in Patent Document 1, an appropriate determination result may not be obtained.

  In addition, the apparatus described in Patent Document 2 can only detect the deterioration state of the battery and cannot know any event that causes the battery deterioration.

  The present invention is intended to solve such a problem, and is a vehicle control capable of appropriately determining the cause of a decrease in the charging rate of an in-vehicle battery and performing appropriate in-vehicle device control based on the determination result. The main object is to provide an apparatus and a vehicle control system.

In order to achieve the above object, the first aspect of the present invention provides:
Vehicle-mounted battery monitoring means for obtaining a value indicating a charge state of the vehicle-mounted battery that supplies power to the vehicle-mounted device;
Vehicle state detection means for detecting the vehicle state;
Based on the relationship between the value indicating the charging state of the in-vehicle battery acquired by the in-vehicle battery monitoring unit and the vehicle state detected by the vehicle state detecting unit, the cause of the decrease when the charging rate of the in-vehicle battery is decreased Charging rate reduction cause determination means for determining which of at least two types of reduction causes,
Control means for performing in-vehicle device control based on the cause of reduction in the charging rate of the in-vehicle battery determined by the charging rate reduction cause determining means;
It is a control device for vehicles provided with.

  According to the first aspect of the present invention, charging of the in-vehicle battery is performed based on the relationship between the value indicating the charging state of the in-vehicle battery acquired by the in-vehicle battery monitoring unit and the vehicle state detected by the vehicle state detecting unit. The reason why the rate of decrease of the in-vehicle battery is decreased because it is determined whether the cause of the decrease when the rate decreases is one of at least two types of decrease, and the in-vehicle device control is performed based on the determination result. Appropriate in-vehicle device control based on the determination result can be performed.

In the first aspect of the present invention,
The charging rate decrease cause determination means is caused by an unexpected mounting of the in-vehicle device due to a decrease in the charging rate of the in-vehicle battery, or by a driving tendency, a road environment, or other dynamic factors. It may be a means for determining whether or not.

in this case,
The charging rate decrease cause determination means includes
The assumed range of the value indicating the charging state of the in-vehicle battery holds a plurality of sets of data associated with the vehicle state,
When determining the cause of the decrease in the charging rate of the in-vehicle battery, the data closest to the vehicle state detected by the vehicle state detecting means is selected from the plurality of sets of data, and the charging state of the in-vehicle battery defined by the selected data If the value indicating the state of charge of the in-vehicle battery acquired by the in-vehicle battery monitoring means tends to fall within the assumed range of the value indicating the in-vehicle battery, the cause of the decrease in the charge rate of the in-vehicle battery is due to the dynamic factor When it is determined that the charging rate of the in-vehicle battery does not fit, it is possible to determine that the cause of the decrease in the charging rate of the in-vehicle battery is due to unexpected mounting of the in-vehicle device.

In the first aspect of the present invention,
The in-vehicle battery is charged by a generator attached to the engine,
The control means increases the power generation tendency of the generator when it is determined by the charge rate decrease cause determination means that the cause of the decrease in the charge rate of the in-vehicle battery is due to unexpected mounting of the in-vehicle device. It may be a means for performing control.

In the first aspect of the present invention,
Provide information providing means to provide information to the driver,
The control means may be means for controlling the information providing means so as to perform an advice output based on a cause for a decrease in the charging rate of the in-vehicle battery determined by the charging rate decrease cause determining means.

The second aspect of the present invention is:
An off-vehicle server connected to the database;
The vehicle control device according to the first aspect of the present invention configured to be communicable with the server outside the vehicle;
A vehicle control system comprising:
The vehicle control device outputs a determination result by the charging rate decrease cause determination means to the outside server together with identification information of a driver or a vehicle,
The outside server stores the determination result received from the vehicle control device in the database in association with identification data of a driver or a vehicle.
It is a control system for vehicles.

  According to the second aspect of the present invention, it is possible to appropriately determine the cause of the decrease in the charging rate of the in-vehicle battery, and to perform appropriate in-vehicle device control based on the determination result.

  It is also possible to give appropriate advice to the vehicle user using the data stored in the server outside the vehicle.

  According to the present invention, there are provided a vehicle control device and a vehicle control system capable of appropriately determining a cause of a decrease in the charging rate of an in-vehicle battery and performing appropriate in-vehicle device control based on the determination result. be able to.

1 is a system configuration example of a vehicle control device 1 according to an embodiment of the present invention. This is an example of data 80 # 1, 80 # 2, ..., 80 # n. 6 is a flowchart showing a flow of processing executed by a charging rate decrease cause determination unit 74; When it is determined that the cause of the decrease in the SOC of the in-vehicle battery 10 is due to unexpected mounting of the in-vehicle device 14 in (A) above, the driving operation tendency in the above (B), road environment, It is the figure which showed the collected data by the line graph when it determines with it being based on other dynamic factors. When it is determined that the cause of the decrease in the SOC of the in-vehicle battery 10 is due to unexpected mounting of the in-vehicle device 14 in (A) above, the driving operation tendency in the above (B), road environment, It is the figure which showed the collected data in the case of determining with being based on other dynamic factors in the format of the bar graph. It is a figure which shows a mode that the transition of the charging rate of the vehicle-mounted battery 10 improves when the control which increases the ratio of the time which is producing electric power is performed.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings.

  A vehicle control apparatus according to an embodiment of the present invention will be described below with reference to the drawings. The vehicle control apparatus according to the present embodiment monitors the vehicle state such as the charging rate of the in-vehicle battery (or charge amount) and the vehicle speed, and based on these, what is the cause (main cause) of the decrease in the charging rate of the in-vehicle battery It is determined, and various in-vehicle device controls are performed based on the determination result.

[Constitution]
FIG. 1 is a system configuration example of a vehicle control apparatus 1 according to an embodiment of the present invention. The vehicle control device 1 includes, as main components, a current sensor 12 attached to the in-vehicle battery 10, a vehicle sensor group 30, an information input / output device 40, a driver identification device 50, a communication device 60, and a control. Device 70.

  The in-vehicle battery 10 is a chargeable / dischargeable secondary battery, for example, a lead storage battery. In addition, not only this but another kind of secondary battery may be used. The current sensor 12 is attached to one of the positive line and the negative line connected to the in-vehicle battery 10, detects the charging / discharging current of the in-vehicle battery 10, and outputs it to the control device 70. The in-vehicle battery 10 is charged by the generated power of the alternator 20 attached to the crankshaft that is the output shaft of the engine 22 and supplies power to the in-vehicle device 14. The in-vehicle device 14 is, for example, an air conditioner, a car audio, a navigation device, or the like.

  The alternator 20 controls the generated voltage of the AC generator by adjusting the AC generator that generates an AC current by electromagnetic induction between the stator and the rotor and the current (excitation current) supplied to the electromagnet (field coil) of the rotor. Built-in IC regulator and converter for converting alternating current to direct current. The rotor of the alternator 20 is connected to the crankshaft of the engine 22 via a belt or pulley. A control signal for the IC regulator of the alternator 20 is input from an engine ECU (Electronic Control Unit) 24.

  The engine ECU 24 is a microcomputer in which a ROM (Read Only Memory), a RAM (Random Access Memory), and the like are connected to each other via a bus with a central processing unit (CPU) as a center, for example, an accelerator opening degree, a vehicle speed, a shift Based on the position and the like, throttle valve control, ignition timing control, fuel cut control, cranking control, and the like of the engine 22 are performed.

  The vehicle sensor group 30 includes, for example, a vehicle speed sensor, an acceleration sensor (G sensor), a yaw rate sensor, a gradient sensor, a crank angle sensor for detecting the engine speed, and an accelerator opening that outputs a value corresponding to the depression amount of the accelerator pedal. A degree sensor, a master pressure sensor that is attached to the master cylinder and outputs a value corresponding to the amount of depression of the brake pedal, a steering angle sensor, and the like detect and output vehicle behavior and driving operation amount. The vehicle sensor group 30 may also include an air conditioner that outputs a load state, a light ECU that outputs lighting states of a headlamp, a room light, a brake lamp, and the like, a navigation device that outputs gradient data, and the like.

  In addition, the vehicle sensor group 30 may be a part of those listed, or other sensors may be added. The output value of the vehicle sensor group 30 is output to the control device 70 in addition to the existing vehicle control main body such as the engine ECU 24 and the brake ECU described above.

  The information input / output device 40 includes, for example, a liquid crystal display device configured as a touch panel, a microphone as a voice input / output device, a speaker, various input switches, and the like. The information input / output device 40 is output controlled by the control device 70, and the input information is output to the control device 70.

  The driver identification device 50 is, for example, a smart entry system or a vehicle interior camera. The smart entry system includes a smart key owned by each user (driver) registered on the vehicle side and a detection device that detects a personal ID stored in the smart key. The smart key emits a weak radio wave (response signal) in response to a request signal sent from the detection device on the vehicle side. When the smart key is attached to the user and approaches the vehicle, the detection device receives the response signal of the smart key and sends the response signal (personal ID unique to the smart key) to the navigation device ECU, the immobilizer ECU, the control device 70, and the like. Etc.) is input after being decoded. That is, it is possible to detect a personal ID unique to the registered user from the smart key. The detection device includes, for example, an on-vehicle transceiver and an on-vehicle transceiver. The vehicle transmitter / receiver transmits a request signal and receives a response signal during the period from when the door is locked to unlocked from outside the vehicle, that is, during parking. When all the doors are closed after being locked, a request signal is transmitted and a response signal is received. The driver identification device 50 having such a configuration is for the control device 70 to perform the control described below for each driver, and is not an essential configuration when the control is not performed for each driver.

  The communication device 60 uses, for example, a mobile phone network, a PHS (Personal Handy-phone System) network, a wireless LAN, WiMAX (Worldwide Interoperability for Microwave Access), a satellite phone, etc. The information server 100 can be connected via a wired communication network or the like. The information server 100 is installed, for example, in a facility operated by an automobile manufacturer and provides various information providing services. The information server 100 is connected to a database 110 for storing data for each driver. Note that the communication device 60 is not an indispensable configuration when cooperation with the information server 100 is not performed.

  The control device 70 is a microcomputer having a hardware configuration similar to that of the engine ECU 24, for example. The control device 70 includes a charge rate monitoring unit 72, a charge rate decrease cause determination unit 74, and a control unit 76 as functional blocks that function when the CPU executes instructions stored in the program memory. Further, it has a non-volatile memory 78 such as an EEPROM (Electrically Erasable and Programmable Read Only Memory), and the non-volatile memory 78 includes a plurality of sets of data 80 # 1, 80 # 2, for determining the cause of the lowering of the charging rate, which will be described later. ..., 80 # n is stored.

  The engine ECU 24, the control device 70, and other vehicle-mounted control entities can employ a multi-core processor or a multi-thread processing device, and can be integrated using a parallel processing function possessed by these processing devices.

[Determining the cause of the decrease in charging rate]
The charge rate monitoring unit 72 integrates the charge / discharge current of the in-vehicle battery 10 detected by the current sensor 12, and further takes into account the SOC of the in-vehicle battery 10 in consideration of the output value of a temperature sensor (not shown) attached to the in-vehicle battery 10. (State Of Charge) is calculated.

  The charge rate decrease cause determination unit 74 is based on the relationship between the SOC of the in-vehicle battery 10 calculated by the charge rate monitoring unit 72 and the sensor output value (value indicating the vehicle state) output by the vehicle sensor group 30. The cause of the decrease in the SOC of the in-vehicle battery 10 is due to (A) unexpected mounting of the in-vehicle device 14 or (B) due to driving tendency, road environment, or other dynamic factors. Determine whether.

  Here, the control of the alternator 20 by the engine ECU 24 basically adjusts the supply current to the IC regulator so that the SOC of the in-vehicle battery 10 falls within a predetermined range. By the way, when an abrupt driving operation is performed, or when traveling on a climbing slope or a sharp curve, the engine load increases, so the energy that can be used by the alternator 20 may decrease relatively. However, the decrease in the SOC of the in-vehicle battery 10 due to the decrease in the charge amount due to such dynamic factors can be recovered relatively quickly by increasing the power generation amount by the alternator 20.

  On the other hand, when an unexpected device (for example, a device with high power consumption that is not a genuine product) is mounted as the in-vehicle device 14, it cannot be covered by an increase in the power generation amount of the alternator 20, and the SOC of the in-vehicle battery 10 is constantly reduced. May appear as a tendency. In the power reception rate decrease cause determination unit 74 of the present embodiment, the decrease in the SOC of the in-vehicle battery 10 roughly classified into two types is determined as follows.

  A plurality of sets of data 80 # 1, 80 # 2,..., 80 #n stored in the non-volatile memory 78 are assumed to be in the SOC range of the in-vehicle battery 10 (for example, 40 [%] to 75 [%] etc. Is data associated with the vehicle state. Here, the vehicle state in the data 80 # 1, 80 # 2,..., 80 # n is an arbitrary combination of values output by the vehicle sensor group 30. For example, (accelerator opening, air conditioner) Load state, gradient) and the like. Hereinafter, it is assumed that the vehicle state in the data 80 # 1, 80 # 2,..., 80 # n is determined as (accelerator opening degree, air conditioner load state, gradient).

  Correspondence between the vehicle state (accelerator opening, load condition of air conditioner, gradient) of the data 80 # 1, 80 # 2,..., 80 # n and the assumed SOC range of the in-vehicle battery 10 is an experiment using the vehicle. Alternatively, it is obtained in advance by simulation or the like. This experiment or simulation is performed in a state where a manufacturer's genuine product is mounted as the in-vehicle device 14. Then, the data of the vehicle-mounted battery 10 is obtained by changing the usage state and the running environment of the vehicle-mounted device 14 in various ways, and statistically processing the variation of the SOC around the standard SOC (target SOC). The assumed range is determined. Thus, the assumed SOC range of the in-vehicle battery 10 indicates the design tolerance of the vehicle under various environments. In practice, the assumed SOC range of the in-vehicle battery 10 may be adjusted in consideration of measurement errors and the like. FIG. 2 is an example of data 80 # 1, 80 # 2,..., 80 # n.

  The charge rate decrease cause determination unit 74 obtains the SOC of the in-vehicle battery 10 from the charge rate monitoring unit 72, for example, every predetermined period (for example, every 1 [min]), and the vehicle state (accelerator opening) from the vehicle sensor group 30. , 80 # n, and 80 # n from the data 80 # 1, 80 # 2,..., 80 # n, the closest data regarding the vehicle state (accelerator opening, air conditioner load state, gradient) is obtained. select. When the SOC of the in-vehicle battery 10 specified by the selected data tends to fall within the assumed range of the SOC, the cause of the decrease when the SOC of the in-vehicle battery 10 decreases is the driving operation tendency, road environment, etc. When the SOC of the in-vehicle battery 10 decreases when it is determined that the in-vehicle battery 10 has a tendency to not fit, it is due to an unexpected mounting of the in-vehicle device 14 in (A) above. Is determined.

  Normally, when the SOC of the in-vehicle battery 10 exceeds the upper limit of the assumed range, the necessity for consideration is low. This is because when the SOC of the in-vehicle battery 10 is too high, the alternator 20 is controlled so as to reduce the charging tendency of the alternator 20, and the SOC of the in-vehicle battery 10 naturally decreases. Therefore, in the following description, the determination as to whether the SOC of the in-vehicle battery 10 exceeds the upper limit of the assumed range is omitted.

  FIG. 3 is a flowchart showing a flow of processing executed by the charging rate decrease cause determination unit 74. This flow is executed at predetermined intervals (for example, every 1 [min]) as described above, for example.

  First, the charging rate decrease cause determination unit 74 acquires the SOC of the in-vehicle battery 10 from the charging rate monitoring unit 72 (S200), and obtains the vehicle state (accelerator opening degree, load state of air conditioner, gradient) from the vehicle sensor group 30. Obtain (S202).

  Next, from the data 80 # 1, 80 # 2,..., 80 # n stored in the non-volatile memory 78, the closest data regarding the vehicle state (accelerator opening, air conditioner load state, gradient) is selected ( S204), a downward deviation value from the lower limit value of the assumed SOC range of the in-vehicle battery 10 defined by the selected data is calculated as in the following equation (1) (S206). The calculated downward divergence value is stored in, for example, the RAM together with the time (S208).

  (Downward deviation value) = (Lower limit value of assumed range) − (SOC) (1).

  Then, it is determined whether or not a predetermined counting timing has come (S210). The predetermined counting timing is, for example, when the engine is stopped (when IG is off). Further, for example, a predetermined counting timing may arrive every 1 [h]. If the predetermined counting timing has not arrived, one routine of this flow is terminated.

  When the predetermined counting timing arrives, the charging rate decrease cause determination unit 74 performs a statistical analysis on the downward divergence value stored in the RAM, and determines the cause of the decrease when the SOC of the in-vehicle battery 10 decreases ( S212). Specifically, when the downward deviation frequency is high or the downward deviation amount is large, the cause of the decrease when the SOC of the in-vehicle battery 10 is decreased is due to the unexpected mounting of the in-vehicle device 14 in (A) above. Is determined. More specifically, for example, the downward deviation frequency is not less than a first predetermined value (for example, about 30 [%]) and the average amount of downward deviation is not less than the second predetermined value (for example, about 5 [%]). If so, it is determined that the cause of the decrease is due to unexpected mounting of the in-vehicle device 14 of (A) above, and otherwise, the cause of decrease is the driving operation tendency of the above (B), road environment, etc. It is determined that this is due to the dynamic factor.

  FIG. 4 shows a case where it is determined that the cause of the decrease in the SOC of the in-vehicle battery 10 is due to unexpected mounting of the in-vehicle device 14 in (A) above, and the driving operation tendency in (B) above. It is the figure which showed the collected data by a line graph when it determines with it being based on road environment and other dynamic factors. In this figure, the horizontal axis represents the time change and the vertical axis represents the downward deviation value. In the figure, the series of data plotted with Δ is a case where it is determined that the cause of the decrease in the SOC of the in-vehicle battery 10 is due to the unexpected mounting of the in-vehicle device 14 in (A) above. In the series of data plotted as x, which is collected data, the cause of the decrease when the SOC of the in-vehicle battery 10 is decreased is due to the driving operation tendency (B), road environment, and other dynamic factors. The collected data when it is determined that.

  Moreover, FIG. 5 shows the case where it is determined that the cause of the decrease in the SOC of the in-vehicle battery 10 is due to the unexpected mounting of the in-vehicle device 14 in (A) above, and the operation in (B) above. It is the figure which showed the collected data in the case of determining with it being based on an operation tendency, road environment, and other dynamic factors in the form of a bar graph. In this figure, the horizontal axis indicates the downward deviation value, and the vertical axis indicates the occurrence frequency. FIG. 5 (A) shows collected data when it is determined that the vehicle-mounted device 14 of (A) is mounted unexpectedly, and FIG. 5 (B) shows the driving operation tendency of (B). , Collected data when determined to be due to road environment or other dynamic factors.

  As described above, the charge rate decrease cause determination unit 74 of the present embodiment compares the data 80 # 1, 80 # 2,..., 80 # n obtained through experiments or the like to cause the decrease in the SOC of the in-vehicle battery 10. Can be determined appropriately.

[Control based on judgment result]
Based on the cause of the decrease in the SOC of the in-vehicle battery 10 determined by the charge rate decrease cause determination unit 74, the control unit 76 outputs an advice output using the information input / output device 40 or changes the charging tendency of the alternator 20 with respect to the engine ECU 24. In-vehicle device control such as instructions is performed.

  Specifically, when it is determined that the cause of the decrease in the SOC of the in-vehicle battery 10 is due to the unexpected mounting of the in-vehicle device 14 in (A) above, (1) Information input / output The device 40 is used to output advice indicating that the power consumption of the in-vehicle device 14 is excessive. (2) The information input / output device 40 is used to output advice to change the in-vehicle battery 10 to a larger one. (3) The engine ECU 24 is instructed to increase the power generation tendency of the alternator 20. Note that the advice (1) is not limited to when the vehicle finishes traveling, but may be performed while the vehicle is traveling. In this case, it is desirable that the “predetermined counting timing” in the flow of FIG. 3 arrives every predetermined time.

  Here, in order to increase the power generation tendency, there are a method of increasing the amount of power generation per hour and a method of increasing the proportion of time during which power generation is performed. FIG. 6 is a diagram illustrating how the SOC transition of the in-vehicle battery 10 is improved when the control (3) (particularly, control for increasing the proportion of time during which power is generated) is performed. As shown in the figure, the alternator 20 normally generates power intermittently, but when it is controlled so that the power generation tendency increases when the above determination (A) is obtained, the power generation frequency increases, Accordingly, the decrease in SOC of the in-vehicle battery 10 is suppressed. As a result, inconveniences such as a shortened life of the in-vehicle battery 10 due to overdischarge can be avoided. In addition, it is possible to avoid a state in which the starter motor cannot be driven due to the battery rising and the vehicle cannot travel.

  On the other hand, if it is determined that the cause of the decrease in the SOC of the in-vehicle battery 10 is due to the driving operation tendency (B), road environment, or other dynamic factors, the accelerator opening degree, etc. When the change is analyzed and it is determined that the driving operation is abrupt, advice is output so that the driving operation is moderated. As a result, it is possible to suppress a decrease in SOC of the in-vehicle battery 10 due to an abrupt driving operation, and an increase in energy consumption in the vehicle.

[Cooperation with information server 100]
Further, the control unit 76 uses the communication device 60 to indicate the determination result of the charging rate decrease cause determination unit 74 to the information server 100 together with the driver ID (or vehicle ID if the driver identification device 50 is not provided). You may send it. In the information server 100, the determination result is stored in the database 110, and the determination result of the charge rate decrease cause determination unit 74 in the driver is accumulated.

  An automobile manufacturer that manages the information server 100 is a driver whose number of times it is determined that the cause of the decrease in the SOC of the in-vehicle battery 10 is due to the unexpected mounting of the in-vehicle device 14 in (A) above. Therefore, the accumulated data can be suitably used by recommending an increase in size at the next vehicle purchase.

[Summary]
According to the vehicle control device 1 of the present embodiment described above and the vehicle control system including the information server 100, the cause of the decrease in the charging rate of the in-vehicle battery 10 is determined appropriately, and the appropriateness based on the determination result is determined. Vehicle-mounted device control can be performed.

  The best mode for carrying out the present invention has been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the scope of the present invention. And substitutions can be added.

  For example, the charge rate decrease cause determination unit 74 may cause the decrease in the SOC of the in-vehicle battery 10 due to unexpected mounting of the in-vehicle device 14, driving tendency, road environment, or other dynamic factors. Although the selection is made from the two types, a determination may be made as to whether it is due to another cause. For example, since the SOC of the in-vehicle battery 10 shows a tendency to decrease due to the deterioration of the in-vehicle battery 10 itself, the deterioration state determination is performed, and the deterioration of the in-vehicle battery 10 itself is the cause instead of the above (A) and (B). May be determined. The deterioration state determination of the in-vehicle battery 10 can be performed, for example, by measuring a voltage at full charge or performing a charge time analysis.

DESCRIPTION OF SYMBOLS 1 ... Vehicle control apparatus 10 ... Car-mounted battery 12 ... Current sensor 20 ... Alternator 22 ... Engine 24 ... Engine ECU
DESCRIPTION OF SYMBOLS 30 ... Vehicle sensor group 40 ... Information input / output device 50 ... Driver identification device 60 ... Communication device 70 ... Control device 72 ... Charge rate monitoring part 74 ... Charge rate fall cause determination part 76 ... Control part 78 ... Non-volatile memory 80 # 1, 80 # 2, ..., 80 # n ... Plural sets of data 100 ... Information server 110 ... Database

Claims (6)

Vehicle-mounted battery monitoring means for obtaining a value indicating a charge state of the vehicle-mounted battery that supplies power to the vehicle-mounted device;
Vehicle state detection means for detecting the vehicle state;
Based on the relationship between the value indicating the charging state of the in-vehicle battery acquired by the in-vehicle battery monitoring unit and the vehicle state detected by the vehicle state detecting unit, the cause of the decrease when the charging rate of the in-vehicle battery is decreased Charging rate reduction cause determination means for determining which of at least two types of reduction causes,
Control means for performing in-vehicle device control based on the cause of reduction in the charging rate of the in-vehicle battery determined by the charging rate reduction cause determining means;
A vehicle control device comprising: The vehicle control device according to claim 1,
The charging rate decrease cause determination means is caused by an unexpected mounting of the in-vehicle device due to a decrease in the charging rate of the in-vehicle battery, or by a driving tendency, a road environment, or other dynamic factors. It is a means to determine
Vehicle control device. The vehicle control device according to claim 2,
The charging rate decrease cause determination means includes
The assumed range of the value indicating the charging state of the in-vehicle battery holds a plurality of sets of data associated with the vehicle state,
When determining the cause of the decrease in the charging rate of the in-vehicle battery, the data closest to the vehicle state detected by the vehicle state detecting means is selected from the plurality of sets of data, and the charging state of the in-vehicle battery defined by the selected data If the value indicating the state of charge of the in-vehicle battery acquired by the in-vehicle battery monitoring means tends to fall within the assumed range of the value indicating the in-vehicle battery, the cause of the decrease in the charge rate of the in-vehicle battery is due to the dynamic factor It is a means to determine that the cause of a decrease in the charging rate of the in-vehicle battery is due to an unexpected mounting of the in-vehicle device when it is determined that it does not fit,
Vehicle control device. The vehicle control device according to claim 3,
The in-vehicle battery is charged by a generator attached to the engine,
The control means increases the power generation tendency of the generator when it is determined by the charge rate decrease cause determination means that the cause of the decrease in the charge rate of the in-vehicle battery is due to unexpected mounting of the in-vehicle device. Is a means of performing control,
Vehicle control device. The vehicle control device according to any one of claims 1 to 4,
Provide information providing means to provide information to the driver,
The control means is means for controlling the information providing means so as to perform advice output based on a cause of a decrease in the charging rate of the in-vehicle battery determined by the charging rate decrease cause determining means.
Vehicle control device. An off-vehicle server connected to the database;
The vehicle control device according to any one of claims 1 to 5, configured to be communicable with the server outside the vehicle,
A vehicle control system comprising:
The vehicle control device outputs a determination result by the charging rate decrease cause determination means to the outside server together with identification information of a driver or a vehicle,
The outside server stores the determination result received from the vehicle control device in the database in association with identification data of a driver or a vehicle.
Vehicle control system.

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