JP2014082923A - Diagnostic device and diagnosis system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate advice information about how to use a vehicle within the range with which a user can cope.SOLUTION: A diagnostic device for diagnosing how to use a vehicle provided with an electric power storage device has a memory and a controller. The electric power storage device enables charging and discharging, and outputs traveling energy of the vehicle by discharging. The memory stores history data about a use state of the electric power storage device. The controller generates advice information about how to use the vehicle on the basis of the history data stored in the memory. The controller, here, generates first advice information presenting the improvement of how to use, or second advice information presenting the continuation of how to use in accordance with comparison results between history data acquired within a first period and history data acquired within a second period before the first period.

Description

  The present invention relates to a diagnostic device and a diagnostic system that provide advice on how to use a vehicle to a user of a vehicle equipped with a power storage device.

  In patent document 1, in order to improve the lifetime of a battery, the plan regarding the usage of a vehicle is shown to a user based on the diagnostic result of a battery. For example, the current usage related to vehicle braking is presented to the user, and the usage (plan) for improving the battery life is presented to the user.

JP 2010-119223 A

  In Patent Document 1, the current usage of the vehicle is discriminated, but what kind of discrimination is performed is not specifically disclosed. Here, it is conceivable to set a predetermined standard to determine how the vehicle is used at present.

  However, the usage of the vehicle may differ depending on the usage status of the vehicle. Even if the user's usage is determined based on a predetermined standard and an improvement plan is presented to the user, the user may not be able to improve the usage of the vehicle under vehicle usage conditions or the like. In this case, although the user cannot improve how to use the vehicle, an improvement plan will continue to be presented.

  The present invention is a diagnostic device for diagnosing usage of a vehicle including a power storage device, and includes a memory and a controller. The power storage device can be charged and discharged, and outputs the running energy of the vehicle by the discharge. The memory stores history data regarding the usage state of the power storage device. The controller generates advice information regarding how to use the vehicle based on the history data stored in the memory. Here, the controller presents an improvement in the usage of the vehicle according to a comparison result between the history data acquired in the first period and the history data acquired in the second period before the first period. 1 advice information or 2nd advice information which shows the continuation of the usage of a vehicle is produced | generated.

  According to the present invention, advice information (first advice information or second advice information) is generated by comparing history data acquired in the first period and the second period. If advice information is generated, this advice information can be presented to a vehicle user, for example.

  By comparing the history data in the first period and the second period, it is possible to determine whether or not the usage of the vehicle by the user has been changed. When the usage of the vehicle is changed, the usage improvement can be presented to the user of the vehicle, or the continuation of the usage can be presented. Here, both the history data in the first period and the second period are data generated by how the user uses the vehicle. Therefore, even if the improvement of the usage of the vehicle is presented or the continuation of the usage is presented, the user can cope with the situation. In particular, when the usage of the vehicle is improved, the usage of the vehicle can be improved for the user within a range that the user can handle.

  The controller can generate the first advice information when the history data in the first period changes in a direction that deteriorates the usage state of the power storage device with respect to the history data in the second period. By generating the first advice information, it can be presented to the user of the vehicle that the usage of the vehicle is likely to deteriorate the usage state of the power storage device. By confirming the first advice information, the user can improve the usage of the vehicle within a coping range.

  In addition, the controller may generate the second advice information when the history data in the first period changes in a direction that does not deteriorate the usage state of the power storage device with respect to the history data in the second period. it can. By generating the second advice information, it is possible to present to the user of the vehicle that the usage of the vehicle is in a state where it is difficult to deteriorate the usage state of the power storage device. The user can recognize that it is better to continue using the vehicle by checking the second advice information.

  Here, the controller can generate the first advice information when the difference between the history data in the first period and the second period is equal to or greater than a threshold value. On the other hand, the controller can generate the second advice information when the difference is smaller than the threshold value. As a threshold value, it can set suitably according to the content of historical data.

  As the first period, a period closest to the present time can be used. In addition, as the second period, a period immediately before the first period can be used. By setting the first period and the second period in this way, it is possible to grasp the recent usage of the vehicle, and it is possible to generate advice information for the usage of the vehicle. If the advice information is generated based on the recent usage of the vehicle, the vehicle user can easily improve the usage of the vehicle or continue the usage of the vehicle.

  As the history data, data on at least one of the temperature, current value, and SOC of the power storage device can be used. Whether or not the use state of the power storage device has deteriorated can be determined based on at least one of the temperature, current value, and SOC of the power storage device. For example, in a state where the temperature of the power storage device rises, deterioration of the power storage device is likely to proceed, and the usage state of the power storage device is deteriorated. In a state where the value of the current flowing through the power storage device increases, the power storage device is likely to deteriorate, and the use state of the power storage device is deteriorated. In a state where the SOC of the power storage device is increased, the deterioration of the power storage device is likely to proceed, and the use state of the power storage device is deteriorated.

  The advice information can be used to improve the life of the power storage device. In a vehicle equipped with a power storage device, it is preferable to improve the life of the power storage device in order to improve the merchantability (travel distance and fuel consumption) of the vehicle. Therefore, for the purpose of improving the life of the power storage device, advice information can be generated based on the comparison result of the history data.

  Further, when the vehicle includes an engine, advice information for improving the fuel efficiency of the engine can be generated. In a vehicle equipped with an engine and a power storage device, the driving of the engine can be suppressed and the fuel consumption of the engine can be improved by using the power storage device when the vehicle runs. For this reason, advice information can be generated based on the comparison result of the history data for the purpose of improving the fuel efficiency of the engine.

  A diagnostic system can be configured using the diagnostic apparatus according to the present invention and an information output unit that outputs information corresponding to the advice information generated by the controller. The information output unit can output information corresponding to the advice information as voice or display it on a display. By using the information output unit, it is possible to make the user of the vehicle recognize the advice information.

It is a figure which shows the structure of a battery system. It is a figure explaining the communication method of a vehicle and a diagnostic apparatus. 6 is a flowchart illustrating processing for generating advice information in the first embodiment. It is a figure explaining the latest and the last history data. It is a figure which shows the generation frequency for every temperature of an assembled battery. It is a figure which shows the relationship of the historical data in the last and last time regarding the ratio of the generation frequency when battery temperature becomes more than reference temperature. It is a figure which shows the relationship of the historical data in the last and last time regarding the total discharge amount. It is a figure which shows the relationship of the historical data in the last and last time regarding the current rate at the time of charge or discharge. It is a figure explaining transition of SOC of an assembled battery in EV running and HV running. It is a figure which shows the relationship of the historical data in the latest and last time regarding the variation | change_quantity of SOC of an assembled battery. It is a figure which shows the generation | occurrence | production frequency for every SOC of an assembled battery, while an ignition switch is ON. It is a figure which shows the relationship of the historical data in the latest and last time regarding the ratio of the occurrence frequency when SOC of an assembled battery becomes more than reference | standard SOC. It is a figure which shows the generation frequency for every SOC of an assembled battery while an ignition switch is OFF. It is a figure which shows the relationship of the log | history data in the last and last time regarding the charge amount accompanying external charge. 10 is a flowchart illustrating a process for generating advice information in a modification of the first embodiment. 10 is a flowchart illustrating processing for generating advice information in the second embodiment. It is a figure which shows the relationship between a total discharge amount and a travel distance. It is a figure which shows that the relationship between a capacity | capacitance maintenance factor and a travel distance changes according to the magnitude of a ratio. 12 is a flowchart illustrating processing for generating advice information in a modification of the second embodiment.

  Examples of the present invention will be described below.

  FIG. 1 is a diagram illustrating a configuration of a battery system according to the present embodiment, and the battery system is mounted on a vehicle.

  The assembled battery (corresponding to the power storage device of the present invention) 10 has a plurality of unit cells 11 connected in series. As the cell 11, a secondary battery such as a nickel metal hydride battery or a lithium ion battery can be used. An electric double layer capacitor can be used instead of the secondary battery. The number of the single cells 11 can be appropriately set based on the required output of the assembled battery 10 or the like. The assembled battery 10 can also include a plurality of single cells 11 connected in parallel.

  In the present embodiment, one assembled battery 10 is mounted on the vehicle, but a plurality of assembled batteries 10 can also be mounted on the vehicle. In this case, the plurality of assembled batteries 10 can be connected in series or in parallel. The monitoring unit 20 detects the inter-terminal voltage of the assembled battery 10 or detects the inter-terminal voltage of each unit cell 11 and outputs the detection result to the controller 30. The temperature sensor 21 detects the temperature of the assembled battery 10 and outputs the detection result to the controller 30.

  A current sensor 22 is provided on the positive electrode line PL connected to the positive electrode terminal of the assembled battery 10. The current sensor 22 detects a current (charging current or discharging current) flowing through the assembled battery 10 and outputs a detection result to the controller 30. Here, when the battery pack 10 is being discharged, a positive value can be used as the current value detected by the current sensor 22. Further, when the battery pack 10 is being charged, a negative value can be used as the current value detected by the current sensor 22.

  In the present embodiment, the current sensor 22 is provided on the positive electrode line PL, but the current sensor 22 only needs to be able to detect the current flowing in the assembled battery 10, and the position where the current sensor 22 is provided can be set as appropriate. Specifically, the current sensor 22 can be provided in at least one of the positive electrode line PL and the negative electrode line NL. The negative electrode line NL is connected to the negative electrode terminal of the assembled battery 10. Here, a plurality of current sensors 22 may be provided.

  The controller 30 has a memory 31, and the memory 31 stores various information for the controller 30 to perform predetermined processing. In this embodiment, the memory 31 is built in the controller 30, but the memory 31 may be provided outside the controller 30.

  A system main relay SMR-B is provided in the positive electrode line PL. System main relay SMR-B is switched between on and off by receiving a control signal from controller 30. A system main relay SMR-G is provided in the negative electrode line NL. System main relay SMR-G is switched between on and off by receiving a control signal from controller 30.

  A system main relay SMR-P and a current limiting resistor R are connected in parallel to the system main relay SMR-G. System main relay SMR-P and current limiting resistor R are connected in series. System main relay SMR-P is switched between on and off by receiving a control signal from controller 30. The current limiting resistor R is used for suppressing an inrush current from flowing when the assembled battery 10 is connected to a load (specifically, an inverter 23 described later).

  The assembled battery 10 is connected to the inverter 23 via the positive electrode line PL and the negative electrode line NL. When connecting the assembled battery 10 to the inverter 23, the controller 30 first switches the system main relay SMR-B from off to on and switches the system main relay SMR-P from off to on. As a result, a current flows through the current limiting resistor R.

  Next, the controller 30 switches the system main relay SMR-P from on to off after switching the system main relay SMR-G from off to on. Thereby, the connection between the assembled battery 10 and the inverter 23 is completed, and the battery system shown in FIG. 1 is in a start-up state (Ready-On). Information about on / off of the ignition switch of the vehicle is input to the controller 30, and the controller 30 activates the battery system when the ignition switch is switched from off to on.

  On the other hand, when the ignition switch is switched from on to off, the controller 30 switches the system main relays SMR-B and SMR-G from on to off. Thereby, the connection between the assembled battery 10 and the inverter 23 is cut off, and the battery system is in a stopped state (Ready-Off).

  The inverter 23 converts the DC power output from the assembled battery 10 into AC power, and outputs the AC power to the motor generator MG2. Motor generator MG2 receives the AC power output from inverter 23 and generates kinetic energy for running the vehicle. The motor / generator MG2 is connected to the drive wheels 24 via a reduction gear or the like, and the kinetic energy generated by the motor / generator MG2 is transmitted to the drive wheels 24. Thereby, the vehicle can be driven.

  The power split mechanism 25 transmits the power of the engine 26 to the drive wheels 24 or to the motor / generator MG1. Motor generator MG1 receives power from engine 26 to generate power. The electric power generated by the motor / generator MG <b> 1 is supplied to the motor / generator MG <b> 2 or the assembled battery 10 via the inverter 23. If the electric power generated by the motor / generator MG1 is supplied to the motor / generator MG2, the drive wheels 24 can be driven by the kinetic energy generated by the motor / generator MG2. Further, if the electric power generated by the motor / generator MG1 is supplied to the assembled battery 10, the assembled battery 10 can be charged.

  When the vehicle is decelerated or stopped, the motor / generator MG2 converts kinetic energy generated during braking of the vehicle into electric energy (AC power). The inverter 23 converts AC power generated by the motor / generator MG2 into DC power and outputs the DC power to the assembled battery 10. Thereby, the assembled battery 10 can store regenerative electric power.

  In this embodiment, the assembled battery 10 is connected to the inverter 23, but the present invention is not limited to this. Specifically, a booster circuit can be provided in the current path between the assembled battery 10 and the inverter 23. The booster circuit can boost the output voltage of the assembled battery 10 and output the boosted power to the inverter 23. Further, the booster circuit can step down the output voltage of the inverter 23 and output the lowered power to the assembled battery 10.

  A charger 27 is connected to the positive electrode line PL and the negative electrode line NL via charging lines CL1 and CL2. Charging relays Rch1 and Rch2 are provided in each of charging lines CL1 and CL2, and each charging relay Rch1 and Rch2 switches between on and off in response to a control signal from controller 30. An inlet (so-called connector) 28 is connected to the charger 27, and a plug (so-called connector) installed outside the vehicle is connected to the inlet 28.

  The plug is connected to an external power source, and by connecting the plug to the inlet 28, power from the external power source can be supplied to the assembled battery 10 via the charger 27. Thereby, the assembled battery 10 can be charged using an external power supply. Charging the assembled battery 10 using an external power supply is referred to as external charging. The external power source is a power source installed outside the vehicle. Examples of the external power source include a commercial power source.

  When the external power supply supplies AC power, the charger 27 converts AC power from the external power supply into DC power and supplies the DC power to the assembled battery 10. In addition, when performing external charging, the charger 27 can also convert a voltage. In this embodiment, the charger 27 is mounted on the vehicle, but the charger can be installed outside the vehicle. Further, wired or wireless can be used in the path for supplying power from the external power source to the assembled battery 10. As wireless, a non-contact charging system using electromagnetic induction or resonance phenomenon can be used. A known configuration can be appropriately selected for the non-contact charging system.

  In this embodiment, external charging can be performed by turning on the system main relays SMR-B and SMR-G and turning on the charging relays Rch1 and Rch2. Here, the charging lines CL1 and CL2 can be directly connected to the positive terminal and the negative terminal of the assembled battery 10, respectively. In this case, external charging can be performed only by turning on the charging relays Rch1 and Rch2. Here, a part of charging lines CL1 and CL2 may be used together with a part of lines PL and NL.

  The information output unit 32 receives the control signal from the controller 30 and outputs specific information. When outputting specific information as audio, a speaker can be used as the information output unit 32. Further, when displaying specific information, a display can be used as the information output unit 32. The information output unit 32 only needs to include at least one of a speaker and a display.

  As shown in FIG. 2, the transmission / reception unit 33 transmits specific information to the diagnostic device 200 and receives information transmitted from the diagnostic device 200. Communication between the transmission / reception part 33 and the diagnostic apparatus 200 can be performed via networks, such as the internet, for example. The transmission / reception unit 33 receives the control signal from the controller 30 and transmits specific information to the diagnostic apparatus 200. In addition, the transmission / reception unit 33 outputs information received from the diagnostic device 200 to the controller 30. In the present embodiment, the transmission / reception unit 33 and the diagnostic apparatus 200 communicate via wireless, but they can also communicate via wire.

  As shown in FIG. 2, diagnostic device 200 can communicate with each of a plurality of vehicles 100. Each vehicle 100 shown in FIG. 2 includes the battery system shown in FIG. The diagnostic apparatus 200 includes a CPU (Central Processing Unit) 210 and a database (DB) 220. The CPU (corresponding to the controller of the present invention) 210 performs predetermined processing, and the database (corresponding to the memory of the present invention) 220 stores information transmitted from each vehicle 100 (transmission / reception unit 33).

  The diagnosis apparatus 200 acquires information on the usage state of the assembled battery 10 from each vehicle 100, and uses information about the usage of the vehicle 100 (advice in order to use the assembled battery 10 or improve the life of the assembled battery 10). Information). The diagnosis apparatus 200 generates advice information for each vehicle 100 and transmits the advice information to each vehicle 100.

  The transmission / reception unit 33 of each vehicle 100 receives the advice information transmitted from the diagnostic device 200, and the controller 30 drives the information output unit 32 based on the advice information received by the transmission / reception unit 33. Thereby, the information output unit 32 outputs the received advice information. The advice information generated by the diagnostic apparatus 200 and the advice information output from the information output unit 32 need only have a correspondence relationship and do not need to match each other. The user of the vehicle 100 can recognize the advice information output from the information output unit 32, and can use the vehicle 100 based on the advice information.

  The processing of the diagnostic device 200 will be described using the flowchart shown in FIG. The process shown in FIG. 3 is executed by the CPU 210 of the diagnostic apparatus 200.

  Diagnosis device 200 acquires data for generating advice information from vehicle 100 (transmission / reception unit 33). Here, the data for generating the advice information is history data when the vehicle 100 is used. The history data is data acquired by the vehicle 100 during the predetermined period Δt, and the history data is transmitted from the vehicle 100 to the diagnosis device 200 every time the predetermined period Δt elapses.

  Here, the predetermined period Δt can be set as appropriate, and a timer can be used to determine whether or not the predetermined period Δt has elapsed. Details of the history data will be described later.

  The memory 31 of the controller 30 stores history data for a predetermined period Δt. Every time the predetermined period Δt elapses, the history data stored in the memory 31 is transmitted from the transmission / reception unit 33 to the diagnostic device 200. The history data can be transmitted from the transmission / reception unit 33 to the diagnostic apparatus 200 without waiting for the elapse of the predetermined period Δt. For example, each time history data is acquired, the history data can be transmitted from the transmission / reception unit 33 to the diagnostic apparatus 200. In this case, the diagnostic apparatus 200 can accumulate history data transmitted from the vehicle 100 in the database 220 and generate history data for a predetermined period Δt.

  In step S101 of FIG. 3, the diagnostic apparatus 200 calculates a difference ΔD between the history data D1 and D2. Here, the calculation method of the difference ΔD differs depending on the contents of the history data D1 and D2, as will be described later. That is, the difference ΔD may be calculated by subtracting the history data D2 from the history data D1, or the difference ΔD may be calculated by subtracting the history data D1 from the history data D2.

  The relationship between the history data D1 and D2 will be described with reference to FIG. FIG. 4 shows a time axis, and history data D1 and D2 are acquired every time the predetermined period Δt elapses.

  The history data D1 is history data acquired most recently with respect to the current time. The history data D2 is history data acquired immediately before the history data D1. The history data is also acquired at a timing before the history data D2, but in this embodiment, only the history data D1 and D2 are used.

  The history data D1 and D2 are not limited to the history data described above, and may be history data acquired in an arbitrary period Δt in the past. For example, history data acquired at a timing before the history data D2 can be used instead of the history data D2. However, if the history data acquired at a timing before the history data D2 goes back too far in the past, it will be difficult to grasp the recent usage of the vehicle 100. In particular, when the user of the vehicle 100 is changed, it becomes difficult to grasp how to use the vehicle 100 by the user after the change.

  In addition, as the history data goes back too far, the capacity of the database 220 has to be increased in order to store the history data. Considering such points, the history data used for calculating the difference ΔD can be appropriately selected.

  In step S102, the diagnostic apparatus 200 determines whether or not the difference ΔD calculated in the process of step S101 is greater than or equal to a threshold value ΔD_th. The threshold value ΔD_th is a value set in advance based on the viewpoint of utilizing the assembled battery 10 or improving the life of the assembled battery 10. In other words, the threshold value ΔD_th is a value for determining whether or not the usage of the vehicle 100 needs to be improved in utilizing the assembled battery 10 or improving the life of the assembled battery 10.

  As the threshold value ΔD_th, a value corresponding to the contents of the history data D1, D2 is used. That is, the threshold value ΔD_th is set for each content of the history data D1 and D2. Information regarding the threshold value ΔD_th can be stored in the database 220, for example. In the present embodiment, a positive value is used as the threshold value ΔD_th.

  When the difference ΔD is equal to or greater than the threshold value ΔD_th, the diagnosis apparatus 200 determines that the usage of the vehicle 100 needs to be improved, and proceeds to the process of step S103. On the other hand, when the difference ΔD is smaller than the threshold value ΔD_th, the diagnostic apparatus 200 determines that it is preferable to use the vehicle 100 as before, and proceeds to the process of step S104.

  In step S <b> 103, the diagnostic device 200 generates advice information that recommends improvement of how to use the vehicle 100. In step S <b> 104, the diagnostic device 200 generates advice information that recommends continued use of the vehicle 100. After generating the advice information, the diagnostic device 200 transmits the advice information to the transmission / reception unit 33 (see FIG. 1).

  When the transmission / reception unit 33 receives advice information from the diagnostic apparatus 200, the controller 30 drives the information output unit 32 and outputs advice information. In this embodiment, the advice information is generated both when the usage of the vehicle 100 is improved and when the usage of the vehicle 100 is not improved. However, the present invention is not limited to this. Specifically, the advice information can be generated only when the usage of the vehicle 100 is improved.

  Next, details of the history data D1, D2 will be described. As the history data D1 and D2, history data related to the temperature of the assembled battery 10 can be used. The controller 30 can detect the temperature of the assembled battery 10 based on the output of the temperature sensor 21. The controller 30 generates the temperature distribution shown in FIG. 5 by continuously detecting the temperature of the assembled battery 10 during a predetermined period Δt (see FIG. 4).

  In FIG. 5, the horizontal axis indicates the temperature of the assembled battery 10, and the vertical axis indicates the frequency at which each temperature is generated during the predetermined period Δt. The temperature distribution shown in FIG. 5 can be stored in the memory 31. The controller 30 continues to detect the temperature of the assembled battery 10 in a period Δt_tmp that is shorter than the predetermined period Δt. In the period Δt_tmp, when the assembled battery 10 indicates a specific temperature, a counter corresponding to the specific temperature is incremented. A counter is provided for each temperature, and the counter corresponding to the detected temperature is incremented each time the period Δt_tmp elapses.

  The temperature distribution shown in FIG. 5 can be acquired by incrementing the counter corresponding to the detected temperature during the predetermined period Δt.

  The controller 30 calculates history data D1, D2 using the temperature distribution shown in FIG. For example, the controller 30 calculates the ratio of the occurrence frequency when the temperature of the assembled battery 10 is equal to or higher than the reference temperature as the history data D1 and D2. The ratio of the occurrence frequency is a ratio of the occurrence frequency when the temperature of the assembled battery 10 is equal to or higher than the reference temperature with respect to the entire occurrence frequency during the predetermined period Δt.

  As shown in FIG. 6, the controller 30 compares the history data D1 and D2 as the ratio of the occurrence frequency, and calculates the difference ΔD. Specifically, the controller 30 calculates the difference ΔD by subtracting the history data (occurrence frequency ratio) D2 from the history data (occurrence frequency ratio) D1.

  When the history data (occurrence frequency ratio) D1 is higher than the history data (occurrence frequency ratio) D2, the diagnostic device 200 can determine that the temperature in the usage environment of the assembled battery 10 has increased. Further, when the history data D1 is higher than the history data D2, the difference ΔD becomes a positive value, and when the difference ΔD is equal to or greater than a threshold (positive value) ΔD_th relating to the occurrence frequency ratio, the diagnostic device 200 determines that the vehicle 100 Generate advice information that recommends how to use. Specifically, the diagnostic device 200 generates advice information for reducing the temperature of the assembled battery 10. The threshold value ΔD_th relating to the occurrence frequency ratio can be set as appropriate.

  The advice information here is information related to how to use the vehicle 100 for reducing the temperature of the assembled battery 10. As advice information output from the information output unit 32, for example, “Because the assembled battery 10 is used in a high temperature range, it is recommended to use air conditioning equipment mounted on the vehicle.” Or “Parking When you do, it is recommended to stop the vehicle in the shade. "

  The user of the vehicle 100 can improve how to use the vehicle 100 based on the advice information output from the information output unit 32. For example, if the user uses the air conditioning equipment, air (cooling air) generated by the air conditioning equipment can be supplied to the assembled battery 10, and the temperature rise of the assembled battery 10 can be suppressed. Further, if the user stops the vehicle 100 in the shade, the temperature inside the vehicle 100 can be prevented from rising during parking, and the temperature rise of the assembled battery 10 mounted on the vehicle 100 can also be suppressed. .

  As the temperature of the assembled battery 10 increases, the assembled battery 10 is more likely to deteriorate. Therefore, by suppressing the temperature increase of the assembled battery 10, the life of the assembled battery 10 can be improved.

  On the other hand, when the difference ΔD is smaller than the threshold value ΔD_th related to the occurrence frequency ratio, the diagnostic device 200 can determine that the environment is a usage environment in which the temperature of the assembled battery 10 hardly increases. Here, when the history data D1 is lower than the history data D2, the difference ΔD (= D1−D2) is a negative value, which is smaller than the threshold value (positive value) ΔD_th. Even if the history data D1 is higher than the history data D2, the difference (positive value) ΔD may be smaller than the threshold value (positive value) ΔD_th.

  In this case, the diagnostic device 200 generates advice information indicating that there is no need to improve the usage of the vehicle 100. As the advice information output from the information output unit 32, for example, there is information such as “It is a preferable temperature environment for the battery pack 10. The same usage method is recommended continuously.”

  Here, a plurality of threshold values ΔD_th relating to the occurrence frequency ratio may be set. Specifically, as the history data D1, D2, the ratio of the occurrence frequency when the temperature of the assembled battery 10 is equal to or higher than the reference temperature T1 is calculated, and the difference ΔD (1) between these history data D1, D2 is calculated. . On the other hand, as the history data D1, D2, the ratio of the occurrence frequency when the temperature of the assembled battery 10 is equal to or higher than the reference temperature T2 (T2> T1) is calculated, and the difference ΔD (2) between the history data D1, D2 is calculated. calculate.

  Then, the difference ΔD (1) is not less than the threshold value ΔD_th (1) corresponding to the difference ΔD (1), and the difference ΔD (2) is not less than the threshold value ΔD_th (2) corresponding to the difference ΔD (2). Sometimes, the diagnostic device 200 can generate advice information that improves how the vehicle 100 is used. On the other hand, when the difference ΔD (1) is greater than or equal to the threshold value ΔD_th (1) or the difference ΔD (2) is greater than or equal to the threshold value ΔD_th (2), the diagnosis device 200 improves the usage information of the vehicle 100. Can be generated.

  On the other hand, when generating the advice information, the diagnostic device 200 can consider the outside air temperature when the history data D1 and D2 are acquired. When the outside air temperature changes due to a seasonal change or the like, the temperature in the usage environment of the assembled battery 10 changes. When the outside air temperature when the history data D1 is acquired and the outside air temperature when the history data D2 is acquired are different from each other, the difference ΔD may include a component due to a change in the outside air temperature.

  The component resulting from the change in the outside air temperature is not due to the usage of the vehicle 100. Therefore, in the difference ΔD calculated from the history data D1 and D2, components due to changes in the outside air temperature can be excluded. If the difference ΔD including the component due to the change in the outside air temperature is compared with the threshold value ΔD_th, there is a possibility that a problem described below occurs.

  For example, when the environmental temperature rises due to seasonal changes, advice information for improving the usage of the vehicle 100 may be generated even though it is not necessary to improve the usage of the vehicle 100. Further, when the environmental temperature decreases due to seasonal changes, advice information indicating that there is no need to improve the usage of the vehicle 100 even though the usage of the vehicle 100 needs to be improved is generated. There is.

  Since the change in the season is not related to the usage of the vehicle 100, if the advice information recommending the improvement in the usage of the vehicle 100 is generated based on the change in the season, the advice information contrary to the usage of the vehicle 100 is generated. May be generated. Therefore, as described below, advice information can be generated in consideration of changes in the outside air temperature.

  Specifically, first, the temperature outside the vehicle 100 (outside air temperature) is detected using a temperature sensor. And the average value of the outside temperature in the predetermined period Δt in which the history data D1 is acquired and the average value of the outside temperature in the predetermined period Δt in which the history data D2 is acquired are calculated. A difference between these average values is calculated, and the threshold value ΔD_th can be changed according to the difference. For example, the threshold ΔD_th can be made smaller than a preset value as the difference between the average values increases. In other words, the threshold ΔD_th can be brought closer to a preset value as the difference between the average values becomes smaller.

  In this way, by changing the threshold value ΔD_th according to the outside air temperature, it is possible to determine how to use the vehicle 100 in a state where changes in the outside air temperature are excluded. Thereby, it becomes easy to generate advice information according to how the vehicle 100 is actually used.

  When generating advice information, only the latest history data D1 may be considered. Specifically, the history data D1 is compared with a predetermined threshold value, and when the history data D1 is equal to or greater than the threshold value, advice information that recommends improvement in use of the vehicle 100 can be generated. However, in this case, problems described below occur.

  The temperature distribution shown in FIG. 5 may vary depending on the region where the vehicle 100 is used. Specifically, when the vehicle 100 is used in a high-temperature environment area, the mode value of the temperature distribution tends to shift to the high temperature side. In addition, when the vehicle 100 is used in a low-temperature environment area, the mode value of the temperature distribution tends to shift to the low temperature side.

  In such a situation, if it is attempted to generate advice information based only on the most recent history data D1, for example, advice information that recommends improvement in the use of the vehicle 100 continues to be generated in a high-temperature environment area. There is. In this case, even if the advice information is presented to the user, the user may not be able to cope with it.

  Therefore, in this embodiment, advice information is presented to the user within a range that the user can deal with. In this embodiment, as described above, advice information for improving the usage of the vehicle 100 is generated based on the comparison result of the history data D1 and D2. Since the history data D1 and D2 are data obtained by the use of the vehicle 100 by the same user, if the history data D1 and D2 are different from each other, there is room for the user to improve the usage of the vehicle 100. Will be. That is, the usage of the vehicle 100 can be improved based on the advice information within a range that the user can deal with.

  By comparing the history data D1 and D2, advice information can be generated according to the area where the vehicle 100 is used. For example, when the vehicle 100 is used in an area of a high temperature environment, the history data D1 and D2 are compared under the same precondition (high temperature environment). Therefore, the advice information depends on the relationship between the history data D1 and D2. Will change. Thereby, as described above, it is possible to prevent the advice information for improving the usage of the vehicle 100 from being continuously generated in the high temperature environment area.

  Next, as the history data D1, D2, the total discharge amount when the assembled battery 10 is discharged can be used. The total discharge amount is the sum of the discharge amounts when the battery pack 10 is discharged during the predetermined period Δt. The discharge amount of the assembled battery 10 can be calculated using the current sensor 22. Specifically, when the battery pack 10 is being discharged, the total discharge amount can be calculated by integrating the current values detected by the current sensor 22.

  In the vehicle 100 of the present embodiment, the vehicle 100 can be run using only the output of the assembled battery 10, and the vehicle 100 can be run using both the assembled battery 10 and the engine 26. Here, traveling of the vehicle 100 using only the output of the assembled battery 10 is referred to as EV (Electric Vehicle) traveling. In addition, traveling of the vehicle 100 using the assembled battery 10 and the engine 26 together is referred to as HV (Hybrid Vehicle) traveling.

  By comparing the history data D1 and D2 as the total discharge amount, it is possible to determine which of the EV traveling and the HV traveling is mainly used. In EV traveling, since the vehicle 100 is traveling using only the output of the assembled battery 10, the total discharge amount of the assembled battery 10 tends to be larger than in HV traveling. Therefore, for example, when the history data (total discharge amount) D1 is larger than the history data (total discharge amount) D2, the predetermined period Δt in which the history data D1 is acquired is longer than the predetermined period Δt in which the history data D2 is acquired. Therefore, it can be determined that the EV traveling is mainly performed.

  Here, since the total discharge amount of the assembled battery 10 changes according to the travel distance of the vehicle 100, the history data D1, D2 are compared when the travel distances when the history data D1, D2 are acquired are substantially equal. It is preferable. The travel distance of the vehicle 100 can be acquired using a travel meter. The history data D1 and D2 can be compared when the difference in travel distance when the history data D1 and D2 are acquired is smaller than a predetermined threshold. The threshold here is a value for determining whether or not the travel distances when the history data D1 and D2 are acquired are substantially equal, and can be set as appropriate.

  FIG. 7 shows an example of history data D1 and D2 as the total discharge amount. In FIG. 7, the history data D1 is smaller than the history data D2. According to the history data D1 and D2 shown in FIG. 7, it can be seen that the EV travel frequency is lower in the period Δt in which the history data D1 is acquired than in the period Δt in which the history data D2 is acquired.

  The diagnosis apparatus 200 can generate information that recommends the use of EV traveling as advice information in consideration of the result shown in FIG. Specifically, the diagnostic apparatus 200 calculates the difference ΔD by subtracting the history data D1 from the history data D2. In the example shown in FIG. 7, since the history data D2 is larger than the history data D1, the difference ΔD is a positive value. When the difference ΔD is equal to or greater than a threshold value (positive value) ΔD_th related to the total discharge amount, the diagnostic apparatus 200 can generate advice information indicating that it is preferable to use EV traveling. The threshold value ΔD_th related to the total discharge amount can be set as appropriate.

  If EV traveling is utilized, the drive of the engine 26 can be suppressed and fuel consumption can be improved. By confirming the advice information output from the information output unit 32, the user of the vehicle 100 can recognize that it is better to use EV travel in order to improve fuel efficiency. Again, since the history data D1 and D2 are compared, advice information can be presented to the user within a range that the user can deal with.

  On the other hand, when the history data D1 and D2 as the total discharge amount have a relationship opposite to the relationship shown in FIG. 7, that is, when the history data D1 is larger than the history data D2, the difference ΔD (= D2− D1) is a negative value, and is smaller than a threshold (positive value) ΔD_th for the total discharge amount. Therefore, the diagnostic device 200 can generate information recommending that the current usage of the vehicle 100 be continued as advice information. Here, even when the history data D2 is larger than the history data D1, if the difference ΔD between the history data D1 and D2 is smaller than the threshold value ΔD_th related to the total discharge amount, the current usage of the vehicle 100 is continued. Advice information that recommends is generated.

  If the diagnostic device 200 generates advice information indicating that it is preferable to maintain the current usage, the user of the vehicle 100 confirms the advice information output from the information output unit 32, thereby determining the current usage. It can be appreciated that it is preferable to maintain.

  Again, by comparing the history data D1 and D2, advice information can be generated within a range that the user can deal with. As a result, the user improves the usage of the vehicle 100 (priority for EV travel) based on the advice information output from the information output unit 32, or continues the current usage (priority for EV travel) in the vehicle 100. Can be.

  Next, as the history data D1, D2, the current rate (maximum value) when the assembled battery 10 is charged / discharged can be used. The current rate can be obtained using the current sensor 22. When the vehicle 100 is suddenly accelerated, the current rate when the assembled battery 10 is discharged tends to increase, and when the vehicle 100 is suddenly decelerated, the current rate when the assembled battery 10 is charged is likely to increase. Become.

  As the current rate when discharging or charging the assembled battery 10 increases, the internal resistance of the assembled battery 10 tends to increase. Specifically, as the current rate increases, the distribution of the salt concentration tends to be biased to one side inside the single cell 11, and the internal resistance of the single cell 11 increases with the bias of the salt concentration distribution. Sometimes. Therefore, by using the history data D1 and D2 regarding the current rate, it is possible to generate advice information for suppressing an increase in the internal resistance of the assembled battery 10.

  FIG. 8 shows an example of history data D1 and D2 as current rates. Each history data D1, D2 indicates the current rate when the current rate during charging or discharging becomes the highest during the predetermined period Δt. According to the history data D1 and D2 shown in FIG. 8, the history data D1 is larger than the history data D2, and the period Δt in which the history data D1 is acquired is more sudden than the period Δt in which the history data D2 is acquired. It can be seen that the vehicle is slowly accelerating or decelerating.

  Here, when comparing the history data D1 and D2, the history data (current rate) D1 and D2 acquired during charging are compared with each other, or the history data (current rate) D1 and D2 acquired during discharging are compared with each other. It is preferable to do.

  The diagnosis apparatus 200 can generate information recommending that rapid acceleration or rapid deceleration be suppressed as advice information in consideration of the history data D1 and D2 illustrated in FIG. Specifically, the diagnostic device 200 calculates the difference ΔD by subtracting the history data D2 from the history data D1. In the example shown in FIG. 8, since the history data D1 is higher than the history data D2, the difference ΔD is a positive value. When the difference ΔD is equal to or greater than the threshold (positive value) ΔD_th related to the current rate, the diagnostic apparatus 200 can generate advice information that recommends rapid acceleration or rapid deceleration suppression.

  If sudden acceleration or sudden deceleration is suppressed, an increase in current rate when the assembled battery 10 is charged and discharged can be suppressed, and an increase in internal resistance of the assembled battery 10 can be suppressed. And it can suppress that the lifetime of the assembled battery 10 falls by suppressing the raise of the internal resistance of the assembled battery 10. FIG. The user of the vehicle 100 can recognize that it is better not to suddenly accelerate or decelerate in order not to reduce the life of the assembled battery 10 by checking the advice information output from the information output unit 32. . The advice information output from the information output unit 32 includes, for example, information such as “It seems that there are many sudden pedal operations. A gentle pedal operation is recommended.”

  On the other hand, when the history data D1 and D2 as current rates have a relationship opposite to that shown in FIG. 8, in other words, when the history data D1 is lower than the history data D2, the difference ΔD (= D1− D2) is a negative value, and is smaller than a threshold (positive value) ΔD_th related to the current rate. Therefore, the diagnostic device 200 can generate information recommending that the current usage of the vehicle 100 be continued as advice information. Here, even when the history data D1 is higher than the history data D2, if the difference ΔD between the history data D1 and D2 is smaller than the threshold value ΔD_th related to the current rate, the current usage of the vehicle 100 is continued. Recommended advice information is generated.

  If the diagnostic device 200 generates advice information indicating that it is preferable to maintain the current usage, the user of the vehicle 100 confirms the advice information output from the information output unit 32, thereby determining the current usage. It can be appreciated that it is preferable to maintain. As advice information output from the information output unit 32, for example, there is information such as “preferable pedal operation. It is recommended to continue the same pedal operation”.

  Again, by comparing the history data D1 and D2, advice information can be generated within a range that the user can deal with. Thereby, the user may improve the usage (pedal operation) of the vehicle 100 or continue the current usage (pedal operation) in the vehicle 100 based on the advice information output from the information output unit 32. it can.

  Next, as the history data D1 and D2, a change amount (ΔSOC) of SOC (State of Charge) of the assembled battery 10 when the vehicle 100 is traveling can be used. The SOC is the ratio of the current charge capacity to the full charge capacity. The SOC of the assembled battery 10 can be estimated using the current value and voltage value of the assembled battery 10. The current value of the assembled battery 10 can be acquired using the current sensor 22, and the voltage value of the assembled battery 10 can be acquired using the monitoring unit 20.

  As the change amount ΔSOC, the maximum value of the change amount of SOC during the predetermined period Δt can be used. Specifically, the change amount ΔSOC can be obtained by obtaining the maximum and minimum values of SOC during a predetermined period Δt and calculating the difference between the SOC (maximum value) and the SOC (minimum value). it can.

  Here, a method (an example) for estimating the SOC of the battery pack 10 will be described. While the vehicle 100 is traveling, the current value and voltage value of the assembled battery 10 are detected, and the relationship between the detected current value and voltage value is plotted in a coordinate system with the current value and voltage value as coordinate axes. A straight line that approximates a plurality of plots is calculated, and a voltage value (OCV: Open Circuit Voltage) when the current value is 0 [A] in the approximate straight line is calculated. Since the OCV and the SOC have a predetermined correspondence, the SOC corresponding to the OCV can be calculated if the correspondence is obtained in advance.

  On the other hand, if the voltage value of the assembled battery 10 is detected when the assembled battery 10 is not connected to the load (inverter 23), the OCV of the assembled battery 10 can be acquired. If the correspondence relationship between the OCV and the SOC described above is used, the SOC corresponding to the acquired OCV can be calculated. After calculating the SOC, when connecting the assembled battery 10 to a load and charging / discharging the assembled battery 10, if the current value flowing through the assembled battery 10 is integrated, the current SOC is calculated based on the calculated SOC and the current integrated value. The SOC in the assembled battery 10 can be calculated.

  In the vehicle 100 of the present embodiment, EV traveling and HV traveling can be performed as described above. Specifically, as shown in FIG. 9, EV traveling can be performed until the SOC of the battery pack 10 decreases to a predetermined value SOC_hv. In FIG. 9, the vertical axis represents the SOC of the battery pack 10, and the horizontal axis represents time. In EV travel, the vehicle 100 is traveled using only the output of the assembled battery 10, so that the SOC of the assembled battery 10 continues to decrease.

  When the SOC of the battery pack 10 reaches a predetermined value SOC_hv, it is possible to switch from EV traveling to HV traveling. In HV traveling, charging / discharging of the assembled battery 10 is controlled so that the SOC of the assembled battery 10 changes along a predetermined value SOC_hv. Here, the predetermined value SOC_hv can be set as appropriate. The lower the predetermined value SOC_hv, the easier it is to secure a travel distance by EV travel.

  In HV traveling, when the SOC of the battery pack 10 is lower than the predetermined value SOC_hv, the discharge of the battery pack 10 is suppressed and the battery pack 10 can be actively charged. On the other hand, when the SOC of the battery pack 10 rises above the predetermined value SOC_hv, charging of the battery pack 10 is suppressed, and the battery pack 10 can be actively discharged. Thereby, SOC of the assembled battery 10 can be changed along predetermined value SOC_hv.

  As shown in FIG. 9, the behavior in which the SOC of the assembled battery 10 changes differs between EV traveling and HV traveling. Therefore, by monitoring the change amount ΔSOC, it is possible to determine which of EV traveling and HV traveling is being performed. In EV traveling, the SOC of the assembled battery 10 continues to decrease, whereas in HV traveling, the SOC of the assembled battery 10 changes along a predetermined value SOC_hv. For this reason, the amount of change ΔSOC in EV traveling is larger than the amount of change ΔSOC in HV traveling.

  In order to improve the fuel efficiency of the vehicle 100, it is preferable to prioritize EV traveling over HV traveling. Therefore, when HV traveling is performed with priority, advice information for recommending priority of EV traveling can be generated. In addition, when EV traveling is performed with priority, advice information for recommending maintenance of the current traveling can be generated.

  FIG. 10 shows an example of the history data D1, D2 as the change amount ΔSOC. According to the history data D1 and D2 shown in FIG. 10, the history data D1 is smaller than the history data D2, and in the period Δt in which the history data D1 is acquired, the HV traveling is longer than in the period Δt in which the history data D2 is acquired. Is likely to be prioritized.

  The diagnosis apparatus 200 can generate information recommending priority of EV travel as advice information in consideration of the history data D1 and D2 shown in FIG. Specifically, the diagnostic apparatus 200 calculates the difference ΔD by subtracting the history data D1 from the history data D2. In the example shown in FIG. 10, since the history data D1 is smaller than the history data D2, the difference ΔD is a positive value. When the difference ΔD is equal to or greater than a threshold value (positive value) ΔD_th related to the change amount ΔSOC, the diagnosis apparatus 200 can generate advice information that recommends priority for EV travel. The threshold value ΔD_th related to the change amount ΔSOC can be set as appropriate.

  If EV driving is prioritized, the frequency of using the engine 26 is reduced, and fuel efficiency can be improved. By checking the advice information output from the information output unit 32, the user of the vehicle 100 can recognize that it is better to prioritize EV traveling in order to improve fuel efficiency. When giving priority to EV traveling, the SOC of the assembled battery 10 may be raised before the vehicle 100 starts traveling. That is, the SOC of the assembled battery 10 may be increased by external charging before the vehicle 100 is driven. The user who has confirmed the advice information can increase the SOC of the assembled battery 10 by external charging before starting the traveling of the vehicle 100.

  On the other hand, when the history data D1 and D2 as the change amount ΔSOC have a relationship opposite to that shown in FIG. 10, in other words, when the history data D1 is larger than the history data D2, the difference ΔD (= D2 -D1) is a negative value, which is smaller than the threshold value (positive value) ΔD_th for the change amount ΔSOC.

  Therefore, the diagnosis apparatus 200 can generate information recommending that the current usage of the vehicle 100 (priority for EV travel) be continued as advice information. Here, even when the history data D1 is smaller than the history data D2, when the difference ΔD is smaller than the threshold value ΔD_th related to the change amount ΔSOC, advice information that recommends that the current use of the vehicle 100 be continued is provided. Will be generated.

  The user of the vehicle 100 can recognize that it is preferable to maintain the current traveling (priority of EV traveling) by checking the advice information output from the information output unit 32.

  Again, by comparing the history data D1 and D2, advice information can be generated within a range that the user can deal with. As a result, the user improves the usage of the vehicle 100 (priority for EV travel) based on the advice information output from the information output unit 32, or continues the current usage (priority for EV travel) in the vehicle 100. Can be.

  Next, as the history data D1 and D2, there is history data regarding the SOC of the battery pack 10 during traveling. As described above, the controller 30 can estimate the SOC of the battery pack 10. The controller 30 generates the SOC distribution shown in FIG. 11 by continuing to estimate the SOC of the battery pack 10 during the predetermined period Δt (see FIG. 4).

  In FIG. 11, the horizontal axis indicates the SOC of the battery pack 10 when the ignition switch is on, and the vertical axis indicates the frequency at which each SOC is generated. The SOC distribution shown in FIG. 11 can be stored in the memory 31. The controller 30 continues to estimate the SOC of the battery pack 10 in a period Δt_soc that is shorter than the predetermined period Δt. In the period Δt_soc, when the assembled battery 10 indicates a specific SOC, a counter corresponding to the specific SOC is incremented. A counter is provided for each SOC, and the counter corresponding to the estimated SOC is incremented each time the period Δt_soc elapses.

  In a predetermined period Δt, the SOC distribution shown in FIG. 11 can be acquired by incrementing the counter corresponding to the estimated SOC.

  The controller 30 calculates history data D1 and D2 using the SOC distribution shown in FIG. For example, the controller 30 calculates the ratio of the occurrence frequency when the SOC of the assembled battery 10 is equal to or higher than the reference SOC as the history data D1 and D2. The ratio of the occurrence frequency is a ratio of the occurrence frequency when the SOC of the assembled battery 10 is equal to or higher than the reference SOC with respect to the entire occurrence frequency during the predetermined period Δt.

  As shown in FIG. 12, the controller 30 compares the history data D1 and D2 as the ratio of the occurrence frequency, and calculates the difference ΔD. The difference ΔD here is obtained by subtracting the history data D2 from the history data D1.

  When the history data (occurrence frequency ratio) D1 is higher than the history data (occurrence frequency ratio) D2, the diagnosis device 200 acquires the history data D2 in the period Δt when the history data D1 is acquired. It can be determined that the SOC of the battery pack 10 is maintained higher than Δt. The higher the SOC of the battery pack 10 is, the more EV travel can be permitted. Therefore, the diagnostic apparatus 200 can generate advice information that recommends the use of EV travel.

  Specifically, when the history data D1 is higher than the history data D2, the difference ΔD (= D1−D2) is a positive value. When the difference ΔD is equal to or greater than a threshold (positive value) ΔD_th related to the occurrence frequency ratio, the diagnostic apparatus 200 generates advice information that recommends the use of EV travel. By utilizing EV traveling, it is possible to suppress the SOC of the assembled battery 10 from being maintained at a high level.

  If the SOC of the battery pack 10 is kept high, deterioration of the battery pack 10 may easily proceed. Therefore, by suppressing the SOC of the assembled battery 10 from being maintained at a high level, the deterioration of the assembled battery 10 can be suppressed, and the life of the assembled battery 10 can be improved.

  The user of the vehicle 100 can recognize that the EV travel is utilized by checking the advice information output from the information output unit 32. Thereby, the user can improve how to use the vehicle 100. Specifically, the user can continue to travel the vehicle 100 without performing external charging until the SOC of the battery pack 10 decreases, for example, until the EV traveling is switched to the HV traveling. Thereby, the mode value of the SOC distribution shown in FIG. 11 can be shifted to the low SOC side, and the history data can be reduced.

  On the other hand, when the history data D1 and D2 have a relationship opposite to that shown in FIG. 12, in other words, when the history data D1 is lower than the history data D2, the difference ΔD (= D1−D2) is a negative value. , Smaller than the threshold ΔD_th relating to the ratio of occurrence frequency. Further, even if the history data D1 is higher than the history data D2, the difference ΔD (= D1−D2) may be smaller than the threshold value ΔD_th.

  When the difference ΔD is smaller than the threshold value ΔD_th, the diagnostic device 200 determines that the SOC of the battery pack 10 is not maintained high and the usage of the vehicle 100 can be recommended. In this case, the diagnostic device 200 generates advice information that recommends that the current usage of the vehicle 100 be continued. The user of the vehicle 100 can recognize that the current usage is preferable by checking the advice information output from the information output unit 32.

  Again, by comparing the history data D1 and D2, advice information can be generated within a range that the user can deal with. Thereby, the user improves the usage of the vehicle 100 (utilization of EV travel) based on the advice information output from the information output unit 32, or continues the current usage (utilization of EV travel) in the vehicle 100. Can be.

  Next, as the history data D1 and D2, data relating to the SOC of the battery pack 10 while the ignition switch is off can be used. As described above, the controller 30 can estimate the SOC of the battery pack 10. Further, the controller 30 generates the SOC distribution shown in FIG. 13 by continuing to estimate the SOC of the battery pack 10 during the predetermined period Δt (see FIG. 4).

  In FIG. 13, the horizontal axis indicates the SOC of the battery pack 10 when the ignition switch is off, and the vertical axis indicates the frequency at which each SOC occurs. The SOC distribution shown in FIG. 13 can be stored in the memory 31. The controller 30 continues to estimate the SOC of the battery pack 10 in a period Δt_soc that is shorter than the predetermined period Δt.

  Here, external charging is performed when the ignition switch is off. However, when external charging is not performed, the SOC of the battery pack 10 is maintained at the SOC when the ignition switch is switched from on to off. That is, when external charging is not performed, the SOC of the battery pack 10 while the ignition switch is off shows a specific value every time the period Δt_soc elapses.

  On the other hand, when external charging is performed when the ignition switch is off, the SOC of the battery pack 10 increases as external charging proceeds. In this case, the SOC of the battery pack 10 changes every time the period Δt_soc elapses while the ignition switch is off.

  In the period Δt_soc, when the assembled battery 10 indicates a specific SOC, a counter corresponding to the specific SOC is incremented. A counter is provided for each SOC, and the counter corresponding to the estimated SOC is incremented each time the period Δt_soc elapses. By incrementing the counter corresponding to the estimated SOC during the predetermined period Δt, the SOC distribution shown in FIG. 13 can be acquired.

  When the mode value of the SOC distribution is shifted to a higher SOC side, it is considered that EV traveling is not utilized. In external charging, a timer charging function can be set. The timer charging function is a function of performing external charging so that the SOC of the assembled battery 10 reaches a set SOC (for example, a fully charged state) at a predetermined time, for example, immediately before the vehicle 100 starts to travel.

  If external charging is performed without setting the timer charging function, the SOC of the assembled battery 10 is left in a high state until the vehicle 100 starts to travel. For this reason, when the mode value of the SOC distribution is shifted to a higher SOC side, external charging using the timer charging function may not be performed.

  The controller 30 calculates history data D1 and D2 using the SOC distribution shown in FIG. For example, the controller 30 calculates the ratio of the occurrence frequency when the SOC of the assembled battery 10 is equal to or higher than the reference SOC as the history data D1 and D2. The ratio of the occurrence frequency is a ratio of the occurrence frequency when the SOC of the assembled battery 10 is equal to or higher than the reference SOC with respect to the entire occurrence frequency during the predetermined period Δt.

  Similarly to the case shown in FIG. 12, the controller 30 compares the history data D1 and D2 as the ratio of the occurrence frequency and calculates the difference ΔD. Specifically, the controller 30 calculates the difference ΔD by subtracting the history data (occurrence frequency ratio) D2 from the history data (occurrence frequency ratio) D1.

  When the history data (occurrence frequency ratio) D1 is higher than the history data (occurrence frequency ratio) D2, the diagnosis device 200 acquires the history data D2 in the period Δt when the history data D1 is acquired. It can be determined that the SOC of the battery pack 10 is maintained higher than Δt. Further, when the history data D1 is higher than the history data D2, the difference ΔD (= D1−D2) becomes a positive value, and when the difference ΔD is greater than or equal to a threshold (positive value) ΔD_th related to the occurrence frequency ratio, diagnosis is performed. The apparatus 200 generates advice information that recommends improvement of how to use the vehicle 100.

  The higher the SOC of the battery pack 10 when the ignition switch is off, the easier the deterioration of the battery pack 10 progresses. Therefore, in order to suppress the deterioration of the assembled battery 10, the diagnostic apparatus 200 has a high SOC of the assembled battery 10 when the difference ΔD is equal to or greater than a threshold (positive value) ΔD_th related to the occurrence frequency ratio. The advice information for suppressing the maintenance of the state is generated. The advice information output from the information output unit 32 includes, for example, information that recommends using EV traveling and information that recommends external charging using a timer charging function.

  The user of the vehicle 100 can improve how to use the vehicle 100 by checking the advice information output from the information output unit 32. Specifically, the user can recognize that EV traveling is utilized or external charging using a timer charging function is performed. Here, if EV traveling is utilized, the SOC of the battery pack 10 while the ignition switch is off can be reduced. Further, if external charging using the timer charging function is performed, the SOC of the assembled battery 10 continues to be maintained at the SOC when the external charging is completed (the set SOC described above) while the ignition switch is off. Can be suppressed.

  As described above, by improving the usage of the vehicle 100, it is possible to prevent the SOC of the assembled battery 10 from being kept high while the ignition switch is turned off, and the deterioration of the assembled battery 10 proceeds. Can be suppressed.

  On the other hand, when the history data (occurrence frequency ratio) D1 is lower than the history data (occurrence frequency ratio) D2, the difference ΔD (= D1−D2) is a negative value, which is smaller than the threshold value ΔD_th relating to the occurrence frequency ratio. Get smaller. Further, even if the history data D1 is higher than the history data D2, the difference ΔD (= D1−D2) may be smaller than the threshold value ΔD_th.

  When the difference ΔD is smaller than the threshold value ΔD_th, the diagnostic device 200 determines that the SOC of the battery pack 10 is not maintained high and the usage of the vehicle 100 can be recommended. In this case, the diagnostic device 200 generates advice information indicating that there is no need to improve the usage of the vehicle 100. The user of the vehicle 100 can recognize that the current usage of the vehicle 100 is preferable by checking the advice information output from the information output unit 32.

  Again, by comparing the history data D1 and D2, advice information can be generated within a range that the user can deal with. Thus, the user can improve the usage of the vehicle 100 or continue the current usage in the vehicle 100 based on the advice information output from the information output unit 32. As usage of the vehicle 100 here, there is utilization of EV traveling and utilization of external charging using a timer charging function.

  Next, as the history data D1 and D2, the amount of charge when external charging is performed can be used. The amount of charge corresponds to the difference (ΔSOC) between the SOC of the assembled battery 10 when external charging is started and the SOC of the assembled battery 10 when external charging is completed. The SOC of the battery pack 10 can be estimated by the method described above. Here, when external charging is performed, the amount of charge can also be calculated by integrating the current value (charging current) detected by the current sensor 22.

  It can be seen that as the amount of charge associated with external charging decreases, the power of the assembled battery 10 is not used in traveling of the vehicle 100. When external charging is performed, it is preferable to discharge the assembled battery 10 until the SOC of the assembled battery 10 is sufficiently lowered, for example, until the state is switched from EV traveling to HV traveling (see FIG. 9). As the amount of charge associated with external charging decreases, the SOC of the assembled battery 10 at the time of starting external charging tends to be high, and there is a risk that deterioration of the assembled battery 10 may proceed as described above.

  Therefore, by using the history data D1 and D2 regarding the charge amount, advice information regarding how to use the vehicle 100 can be generated. FIG. 14 shows an example of history data D1 and D2 related to the charge amount. The history data D1 and D2 are charging amounts when external charging is performed during a predetermined period Δt. When the external charging is performed a plurality of times during the predetermined period Δt, the maximum value of the charging amount can be used as the history data D1 and D2.

  According to the history data D1 and D2 shown in FIG. 14, the history data D1 is smaller than the history data D2, and in the period Δt in which the history data D1 is acquired, the group is compared with the period Δt in which the history data D2 is acquired. The possibility that the SOC of the battery 10 is maintained at a high level is high.

  The diagnosis apparatus 200 can generate the advice information that recommends the improvement of the usage of the vehicle 100 by comparing the history data D1 and D2 illustrated in FIG. In the case shown in FIG. 14, since the history data D1 is smaller than the history data D2, the difference ΔD (= D2−D1) between the history data D1 and D2 is a positive value. When the difference ΔD is equal to or greater than a threshold (positive value) ΔD_th related to the charge amount, the diagnostic device 200 generates advice information that recommends improvement of how to use the vehicle 100.

  As this advice information, for example, there is information recommending that external charging be performed after the power of the assembled battery 10 is used as much as possible. By confirming the advice information output from the information output unit 32, the user of the vehicle 100 can recognize that it is better to perform external charging after using the power of the assembled battery 10 as much as possible when performing external charging. . Specifically, the user can recognize that it is better to perform external charging after utilizing EV traveling.

  On the other hand, when the history data D1 and D2 related to the charge amount have a relationship opposite to the relationship shown in FIG. 14, in other words, when the history data D1 is larger than the history data D2, the diagnostic device 200 It is possible to generate advice information that recommends continued use of the vehicle 100. Here, when the history data D1 is larger than the history data D2, the difference ΔD (= D2−D1) between the history data D1 and D2 is a negative value, which is smaller than the threshold value ΔD_th (positive value) related to the charge amount. . Even when the history data D1 is less than the history data D2, the difference ΔD (= D2−D1) may be smaller than the threshold value ΔD_th.

  When the difference ΔD is smaller than the threshold value ΔD_th, the diagnosis apparatus 200 can generate advice information indicating that it is preferable to maintain the current usage of the vehicle 100 (timing for external charging). The user of the vehicle 100 can recognize that it is preferable to maintain the current usage of the vehicle 100 by checking the advice information output from the information output unit 32.

  In the process illustrated in FIG. 3, the difference ΔD between the history data D1 and D2 is calculated, and advice information that recommends improvement of how to use the vehicle 100 is generated according to the comparison result between the difference ΔD and the threshold value ΔD_th. It generates advice information that recommends maintaining usage. However, the method of generating adbus information is not limited to the processing shown in FIG.

  Specifically, it is also possible to generate advice information by checking whether or not the latest history data D1 has changed to the preferred usage of the vehicle 100 with respect to the previous history data D2. This process will be described with reference to the flowchart shown in FIG. The process shown in FIG. 15 is executed by the CPU 210 of the diagnostic apparatus 200.

  In step S201, the diagnostic apparatus 200 acquires the history data D1 and D2 from the vehicle 100 and compares the history data D1 and D2. Here, for the details of the history data D1, D2, the above-described data can be used.

  In step S202, the diagnosis apparatus 200 determines whether or not the history data D1 is improved from the history data D2 with respect to the usage of the vehicle 100. In other words, the diagnosis apparatus 200 determines whether or not the history data D1 has changed to an unfavorable usage side of the vehicle 100 with respect to the history data D2.

  For example, when the ratio of the occurrence frequency when the temperature of the assembled battery 10 is equal to or higher than the reference temperature is used as the history data D1 and D2, the diagnosis apparatus 200 determines that the history data D1 is more than the history data D2 in the process of step S202. Is also determined. When the history data D1 is higher than the history data D2, the diagnostic apparatus 200 proceeds to the process of step S203, and when the history data D1 is lower than the history data D2, the diagnostic apparatus 200 proceeds to the process of step S204.

  In step S <b> 203, the diagnostic apparatus 200 generates advice information that recommends improvement of how to use the vehicle 100. Specifically, as described above, the diagnostic device 200 generates advice information for reducing the temperature of the assembled battery 10. On the other hand, in step S <b> 204, the diagnostic device 200 generates advice information that recommends continued use of the vehicle 100.

  When the total discharge amount of the assembled battery 10 is used as the history data D1 and D2, the diagnostic device 200 determines whether or not the history data D1 is smaller than the history data D2 in the process of step S202. When the history data D1 is smaller than the history data D2, the diagnosis apparatus 200 generates advice information that recommends improvement of how to use the vehicle 100 in the process of step S203. Specifically, as described above, the diagnostic device 200 generates advice information that recommends the use of EV travel. When the history data D1 is larger than the history data D2, the diagnostic device 200 generates advice information that recommends the continuation of how to use the vehicle 100 in the process of step S204.

  When the current rate when the assembled battery 10 is charged or discharged is used as the history data D1 and D2, the diagnostic device 200 determines whether or not the history data D1 is larger than the history data D2 in the process of step S202. To do. When the history data D1 is larger than the history data D2, the diagnostic apparatus 200 generates advice information that recommends improvement of how to use the vehicle 100 in the process of step S203. Specifically, as described above, the diagnostic apparatus 200 generates advice information that recommends that a sudden pedal operation be avoided. When the history data D1 is smaller than the history data D2, the diagnosis apparatus 200 generates advice information that recommends the continuation of how to use the vehicle 100 in the process of step S204.

  When the SOC change amount ΔSOC of the assembled battery 10 is used as the history data D1 and D2, the diagnosis device 200 determines whether or not the history data D1 is smaller than the history data D2 in the process of step S202. When the history data D1 is smaller than the history data D2, the diagnosis apparatus 200 generates advice information that recommends improvement of how to use the vehicle 100 in the process of step S203. Specifically, as described above, the diagnostic device 200 generates advice information that recommends the use of EV travel. When the history data D1 is larger than the history data D2, the diagnostic device 200 generates advice information that recommends the continuation of how to use the vehicle 100 in the process of step S204.

  When the ratio of the occurrence frequency when the SOC of the battery pack 10 is equal to or higher than the reference SOC is used as the history data D1 and D2, the diagnosis apparatus 200 determines that the history data D1 is higher than the history data D2 in the process of step S202. It is determined whether or not. As described above, the occurrence frequency includes the occurrence frequency of the SOC of the battery pack 10 while the ignition switch is on or off.

  When the history data (occurrence frequency ratio) D1 is higher than the history data (occurrence frequency ratio) D2, the diagnosis apparatus 200 generates advice information that recommends improvement of the usage of the vehicle 100 in the process of step S203. Specifically, as described above, the diagnostic apparatus 200 generates advice information that recommends the use of EV travel or recommends the use of external charging using the timer charging function. On the other hand, when the history data D1 is lower than the history data D2, the diagnostic apparatus 200 generates advice information that recommends the continuation of how to use the vehicle 100 in the process of step S204.

  When the amount of charge associated with external charging is used as the history data D1, D2, the diagnosis apparatus 200 determines whether the history data D1 is less than the history data D2 in the process of step S202. When the history data D1 is less than the history data D2, the diagnostic apparatus 200 generates advice information that recommends improvement of how to use the vehicle 100 in the process of step S203. Specifically, as described above, the diagnostic device 200 generates advice information that recommends external charging after the power of the assembled battery 10 is sufficiently used. When the history data D1 is greater than the history data D2, the diagnostic apparatus 200 generates advice information that recommends continuation of how to use the vehicle 100 (timing for external charging) in the process of step S204.

  A second embodiment of the present invention will be described. In the present embodiment, the same components as those described in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted. Hereinafter, differences from the first embodiment will be mainly described.

  In the first embodiment (the process shown in FIG. 3), for one type of history data, the difference ΔD between the latest history data D1 and the previous history data D2 is calculated, and the difference ΔD is compared with the threshold value ΔD_th to give advice. Although information is generated, it is not limited to this. Hereinafter, processing for generating advice information using two types of history data will be described with reference to the flowchart shown in FIG. The process shown in FIG. 16 can be executed by the CPU 210 of the diagnostic apparatus 200.

  The two types of history data include the total discharge amount when the assembled battery 10 is discharged and the travel distance of the vehicle 100. As described above, the total discharge amount is the sum of the discharge amounts when the assembled battery 10 is discharged during the predetermined period Δt. The travel distance is a distance when the vehicle 100 travels during the predetermined period Δt.

  In step S301 of FIG. 16, the diagnostic apparatus 200 calculates a difference ΔDa between the history data D11 and D21 regarding the total discharge amount. The history data D11 is history data (total discharge amount) acquired most recently with respect to the current time, and the history data D21 is history data (total discharge amount) acquired immediately before the history data D11.

  In step S302, the diagnostic apparatus 200 calculates a difference ΔDb between the history data D12 and D22 regarding the travel distance. The history data D12 is history data (travel distance) acquired most recently with respect to the current time, and the history data D22 is history data (travel distance) acquired immediately before the history data D12. Here, the history data D11 and D12 are history data acquired during the same predetermined period Δt, and the history data D12 and D22 are history data acquired during the same predetermined period Δt.

  In step S303, the diagnostic apparatus 200 calculates a ratio Ra between the differences ΔDa and ΔDb. The ratio Ra is a value obtained by dividing the difference ΔDa by the difference ΔDb. In step S304, the diagnostic apparatus 200 determines whether the ratio Ra calculated in the process of step S303 is equal to or higher than the lower limit value Ra_min and equal to or lower than the upper limit value Ra_max.

  FIG. 17 shows the relationship between the lower limit Ra_min and the upper limit Ra_max. In FIG. 17, the vertical axis represents the total discharge amount, and the horizontal axis represents the travel distance. With respect to the vertical axis in FIG. 17, the total discharge amount increases as it goes upward, and as the horizontal axis in FIG. As described above, the ratio Ra indicates the amount of change in the total discharge amount (corresponding to the difference ΔDa) with respect to the amount of change in travel distance (corresponding to the difference ΔDb). Therefore, the inclination of the coordinate system shown in FIG. It becomes.

  As the ratio Ra increases, the amount of change in the total discharge amount increases with respect to the amount of change in travel distance. The amount of discharge of the assembled battery 10 during EV traveling is greater than the amount of discharge of the assembled battery 10 during HV traveling. Therefore, by grasping that the ratio Ra is increasing, it can be determined that EV traveling is mainly performed rather than HV traveling. Moreover, since the amount of change in the total discharge amount increases as the ratio Ra increases, the assembled battery 10 easily deteriorates. If the assembled battery 10 is likely to deteriorate, the capacity maintenance rate of the assembled battery 10 tends to decrease.

  The capacity maintenance rate is a ratio obtained by dividing the current full charge capacity of the assembled battery 10 by the full charge capacity in the initial state of the assembled battery 10. The initial state is a state in which the assembled battery 10 is not deteriorated, and the initial state includes a state immediately after the assembled battery 10 is manufactured, for example. As the deterioration of the assembled battery 10 progresses, the full charge capacity of the assembled battery 10 tends to decrease, and the capacity maintenance rate tends to decrease from 100 [%].

  On the other hand, the smaller the ratio Ra, the smaller the change amount of the total discharge amount with respect to the change amount of the travel distance. The amount of discharge of the assembled battery 10 during HV traveling is less than the amount of discharge of the assembled battery 10 during EV traveling. Therefore, by grasping that the ratio Ra is decreasing, it can be determined that HV traveling is mainly performed rather than EV traveling. Moreover, since the change amount of the total discharge amount decreases as the ratio Ra decreases, the assembled battery 10 is less likely to deteriorate. If the assembled battery 10 is unlikely to deteriorate, the capacity maintenance rate of the assembled battery 10 is unlikely to decrease.

  The upper limit Ra_max is a value set in advance based on the viewpoint of suppressing deterioration of the assembled battery 10. As shown in FIG. 18, as the ratio Ra increases, the assembled battery 10 is more likely to deteriorate, and the capacity maintenance rate of the assembled battery 10 is likely to decrease. In other words, as the ratio Ra becomes smaller, the assembled battery 10 is less likely to deteriorate, and the capacity maintenance rate of the assembled battery 10 is less likely to decrease. In FIG. 18, the vertical axis represents the capacity maintenance rate, and the horizontal axis represents the travel distance.

  For this reason, in order to suppress deterioration of the assembled battery 10, it is preferable to reduce the ratio Ra. Considering this point, the upper limit Ra_max can be set. Specifically, the upper limit Ra_max can be set based on the viewpoint of ensuring the life of the assembled battery 10.

  Lower limit Ra_min is a value set in advance based on the viewpoint of ensuring the fuel consumption of vehicle 100. As described above, the smaller the ratio Ra is, the more easily the deterioration of the assembled battery 10 is suppressed. However, the smaller the ratio Ra is, the easier HV traveling is performed. Since the HV traveling is worse in fuel efficiency than the EV traveling, the smaller the ratio Ra is, the more easily the fuel consumption is deteriorated. For this reason, in order to improve fuel efficiency, it is preferable to increase the ratio Ra. Considering this point, the lower limit Ra_min can be set.

  When the ratio Ra is equal to or higher than the lower limit Ra_min and equal to or lower than the upper limit Ra_max, it is determined that it is preferable to use the vehicle 100 as in the past with respect to suppressing deterioration of the assembled battery 10 and securing fuel consumption, The process proceeds to S305. In step S <b> 305, the diagnostic apparatus 200 generates advice information that recommends continued use of the vehicle 100.

  On the other hand, when the ratio Ra is out of the range defined in the process of step S304, the diagnostic apparatus 200 determines in step S306 whether the ratio Ra is smaller than the lower limit Ra_min. Here, when the ratio Ra is smaller than the lower limit Ra_min, the diagnosis apparatus 200 determines that the usage of the vehicle 100 needs to be improved, and generates advice information that recommends improvement of the usage of the vehicle 100 in step S307. To do. Specifically, in step S307, the diagnostic apparatus 200 can generate advice information indicating that it is preferable to use EV traveling rather than HV traveling in order to improve fuel efficiency.

  In the process of step S306, when the ratio Ra is not smaller than the lower limit Ra_min, the ratio Ra is larger than the upper limit Ra_max. In this case, the diagnosis apparatus 200 determines that the usage of the vehicle 100 needs to be improved, and generates advice information that recommends improvement of the usage of the vehicle 100 in step S308. Specifically, in step S308, the diagnostic device 200 can generate advice information indicating that it is preferable to use HV traveling rather than EV traveling in order to suppress deterioration of the assembled battery 10. As described above, the diagnostic device 200 can transmit the advice information to the transmission / reception unit 33 (see FIG. 1) after generating the advice information.

  According to the process shown in FIG. 16 (the process of step S305), the ratio Ra can be maintained between the lower limit Ra_min and the upper limit Ra_max by generating advice information that recommends continued use of the vehicle 100. it can. Thus, EV traveling and HV traveling can be performed in a well-balanced manner, and it becomes easy to keep the fuel consumption of the vehicle 100 while suppressing deterioration of the assembled battery 10.

  Also in the process shown in FIG. 16, as described above, since the history data D11 and D21 are used or the history data D12 and D22 are used, it is easy to grasp the recent usage of the vehicle 100. As a result, it is possible to generate advice information in accordance with recent usage of the vehicle 100. If the user confirms such advice information, it is easy to deal with when the usage of the vehicle 100 is improved or continued.

  When the ratio Ra is smaller than the lower limit Ra_min, it is possible to make the ratio Ra equal to or higher than the lower limit Ra_min by generating advice information that recommends improvement of how to use the vehicle 100 by the user's action after confirming the advice information. . Thereby, it becomes easy to achieve both the suppression of deterioration of the assembled battery 10 and the securing of fuel consumption. When the ratio Ra is larger than the upper limit value Ra_max, by generating advice information that recommends improvement of how to use the vehicle 100, the ratio Ra can be made equal to or lower than the upper limit value Ra_max by the action of the user who confirmed the advice information. . Thereby, it becomes easy to achieve both the suppression of deterioration of the assembled battery 10 and the securing of fuel consumption.

  On the other hand, advice information can also be generated by comparing the ratio Ra_c calculated this time with the ratio Ra_p calculated last time. Each time the latest history data D11 and D12 are calculated, the ratio Ra is calculated. For this reason, when the ratio Ra is calculated a plurality of times, the current ratio Ra_c and the previous ratio Ra_p can be compared. The previous ratio Ra_p is a ratio Ra calculated immediately before the current ratio Ra_c.

  Processing for generating the advice information by comparing the ratios Ra_c and Ra_p will be described with reference to the flowchart shown in FIG. The process shown in FIG. 19 can be executed by the CPU 210 of the diagnostic apparatus 200.

  In step S401, the diagnostic apparatus 200 compares the current ratio Ra_c with the previous ratio Ra_p. In step S402, the diagnosis apparatus 200 determines whether or not the current ratio Ra_c is improved from the previous ratio Ra_p with respect to the usage of the vehicle 100. In other words, the diagnostic apparatus 200 determines whether or not the current ratio Ra_c has changed to an unfavorable usage side of the vehicle 100 with respect to the previous ratio Ra_p.

  Specifically, when the previous ratio Ra_p is smaller than the lower limit Ra_min, the current ratio Ra_c is not less than the lower limit Ra_min and not more than the upper limit Ra_max, or is closer to the lower limit Ra_min than the previous ratio Ra_p. If so, it can be determined that the usage of the vehicle 100 has been improved. On the other hand, when the previous ratio Ra_p is between the lower limit Ra_min and the upper limit Ra_max and the current ratio Ra_c is smaller than the lower limit Ra_min or larger than the upper limit Ra_max, the usage of the vehicle 100 is not improved. Can be determined.

  When the previous ratio Ra_p is larger than the upper limit value Ra_max, if the current ratio Ra_c is lower than the upper limit value Ra_max and lower than the lower limit value Ra_min, or is closer to the upper limit value Ra_max than the previous ratio Ra_p, It can be determined that the usage of the vehicle 100 is improved.

  On the other hand, when the ratios Ra_p and Ra_c are between the lower limit Ra_min and the upper limit Ra_max, it can be determined that the usage of the vehicle 100 is improved. Here, when the previous ratio Ra_p is closer to the upper limit Ra_max than the lower limit Ra_min, it is determined that the usage of the vehicle 100 is improved when the current ratio Ra_c is away from the upper limit Ra_max. You can also. Further, when the previous ratio Ra_p is closer to the lower limit Ra_min than the upper limit Ra_max, it is also determined that the usage of the vehicle 100 is improved when the current ratio Ra_c is away from the lower limit Ra_min. it can.

  When it is determined in step S402 that the usage of the vehicle 100 is not improved, the diagnosis apparatus 200 generates advice information that recommends improvement of the usage of the vehicle 100 in step S403. The content of this advice information varies depending on the relationship between the ratios Ra_c and Ra_p.

  For example, when the previous ratio Ra_p is between the lower limit Ra_min and the upper limit Ra_max and the current ratio Ra_c is smaller than the lower limit Ra_min, in order to improve fuel efficiency, EV driving is used rather than HV driving. It is possible to generate advice information indicating that is preferable. On the other hand, when the previous ratio Ra_p is between the lower limit Ra_min and the upper limit Ra_max and the current ratio Ra_c is larger than the upper limit Ra_max, in order to suppress deterioration of the assembled battery 10, HV traveling is performed rather than EV traveling. It is possible to generate advice information indicating that utilization is preferable.

  On the other hand, when it is determined in step S402 that the usage of the vehicle 100 has been improved, the diagnostic device 200 generates advice information that recommends the continuation of the usage of the vehicle 100 in step S404.

  Also by the process shown in FIG. 19, the same effect as the process shown in FIG. 16 can be obtained. That is, EV traveling and HV traveling can be performed in a well-balanced manner, and both deterioration suppression of the battery pack 10 and fuel consumption can be ensured.

  In the first and second embodiments, as shown in FIG. 2, history data is transmitted from each vehicle 100 to the diagnostic device 200, and advice information for a plurality of vehicles 100 is obtained by using one diagnostic device 200. Can be generated. That is, the diagnosis apparatus 200 can collectively manage advice information for a plurality of vehicles 100.

  In the configuration shown in FIG. 2, history data is transmitted wirelessly from the vehicle 100 to the diagnostic device 200, but this is not a limitation. Specifically, the history data can be transmitted from the vehicle 100 to the diagnostic device 200 by connecting the diagnostic device 200 to the vehicle 100 (battery system shown in FIG. 1) via a wire.

  For example, when the diagnostic apparatus 200 is installed in an inspection contractor such as a dealer and the user carries the vehicle 100 into the inspection contractor, the diagnostic apparatus 200 can be connected to the vehicle 100 in the inspection contractor. In this case, the advice information can be output from the information output unit 32 mounted on the vehicle 100, but the information output unit can be provided in the diagnostic apparatus 200 and the advice information can be output from the information output unit. . When the advice information is output from the information output unit provided in the diagnosis apparatus 200, the user can directly check the advice information, or the checker can explain the advice information to the user.

  On the other hand, the function of the diagnostic apparatus 200 described in the present embodiment can be provided to the controller 30 mounted on the vehicle 100. In this case, the controller 30 can perform the processing shown in FIG. 3, FIG. 15, FIG. 16, or FIG. Here, information regarding history data, threshold value ΔD_th, upper limit value Ra_max, and lower limit value Ra_min can be stored in the memory 31.

10: assembled battery, 11: single cell, 20: monitoring unit, 21: temperature sensor,
22: current sensor, 23: inverter, MG1, MG2: motor / generator,
24: drive wheel, 25: power split mechanism, 26: engine, 27: charger,
28: Inlet, 30: Controller, 31: Memory, 32: Information output unit,
33: transceiver unit, 100: vehicle, 200: diagnostic device, 210: CPU,
220: database, PL: positive electrode line, NL: negative electrode line,
CL1, CL2: charging line,
SMR-B, SMR-G, SMR-P: System main relay,
R: current limiting resistor, Rch1, Rch2: charging relay

Claims (8)

A diagnostic device for diagnosing how to use a vehicle equipped with a power storage device that can be charged and discharged and that outputs the running energy of the vehicle,
A memory for storing history data relating to the usage state of the power storage device;
A controller that generates advice information on how to use the vehicle based on the history data;
The controller presents the improvement of the usage according to a comparison result between the history data acquired in the first period and the history data acquired in the second period before the first period. 1. The diagnostic apparatus characterized by generating 1 advice information or 2nd advice information which shows the continuation of the said usage. The controller is
When the history data in the first period is changing in a direction to deteriorate the usage state of the power storage device with respect to the history data in the second period, the first advice information is generated,
Generating the second advice information when the history data in the first period changes in a direction not deteriorating the use state of the power storage device with respect to the history data in the second period; The diagnostic apparatus according to claim 1. The controller is
When the difference between the history data in the first period and the second period is greater than or equal to a threshold value, the first advice information is generated,
The diagnostic apparatus according to claim 2, wherein the second advice information is generated when the difference is smaller than the threshold value. The first period is a period closest to the present time;
The diagnostic apparatus according to any one of claims 1 to 3, wherein the second period is a period immediately before the first period.   5. The diagnostic device according to claim 1, wherein the history data is data related to at least one of a temperature, a current value, and an SOC of the power storage device.   The diagnostic apparatus according to claim 1, wherein the advice information is information intended to improve a life of the power storage device. The vehicle includes an engine,
6. The diagnosis apparatus according to claim 1, wherein the advice information is information for improving fuel efficiency of the engine. The diagnostic device according to any one of claims 1 to 7,
An information output unit that outputs information corresponding to the advice information generated by the controller.