JP2020141438A - Information provision device - Google Patents

Abstract

To further promote effective use of regenerative energy.SOLUTION: An information provision device 100 includes: an SOC calculation section 122 calculating a first charge rate of a storage battery mounted to a vehicle on the basis of vehicle information obtained from an on-vehicle apparatus; a predicted regenerative electric power amount calculation section 125 calculating regenerative electric power amount that is predicted to be regenerated during subsequent traveling of the vehicle on a specific route on the basis of traveling condition information indicating details of a traveling condition of the vehicle; an SOC updating section 126 calculating a second charge rate converted from the regenerative electric power amount and calculating a third charge rate after updating of the storage battery by adding the second charge rate to the first charge rate; a charging target SOC calculation section 127 calculating a charging target charge rate that is a target charge rate when the storage battery is charged on the basis of the third charge rate and information on the maximum capacity of the storage battery; and a guidance information generation section 128 generating guidance information for guiding the charging target charge rate to a user.SELECTED DRAWING: Figure 3

Description

The present invention relates to an information providing device that provides information to passengers of a vehicle.

When descending from a dwelling on the summit to a specific location, the storage battery for traveling installed in the vehicle arriving at the dwelling on the summit is used by the regenerative energy generated on the downhill when the vehicle travels from the next time onward. If it is possible to approach a fully charged state, it is possible to significantly extend the mileage by using the electric power stored in the storage battery while reducing the amount of charge to the storage battery by the commercial power source.

Patent Document 1 discloses a technique for effectively utilizing regenerative energy while reducing the amount of charge to a storage battery by a commercial power source. According to the technique disclosed in Patent Document 1, the remaining charge amount of the storage battery, which fluctuates depending on the running of the vehicle in the learning section, reaches the full charge amount by the regenerative power, with the specific traveling route including the downhill as the learning section. By monitoring whether or not to do so and sequentially correcting the charge completion amount based on the monitoring result updated every time the vehicle is driven, the storage battery after traveling in the learning section can be brought closer to a fully charged state.

JP-A-2017-112648

Here, it is known that the amount of regenerative electric power varies greatly depending on the traveling conditions. The traveling conditions include the total weight of the passengers in the vehicle, the total weight of the luggage loaded on the vehicle, the condition of the traveling route, the condition of the weather, the traffic condition, and the like. For example, in a situation where a vehicle travels downhill, the potential energy increases as the total weight of the passengers in the vehicle increases, so that the amount of regenerative power increases. In addition, even when the vehicle is traveling downhill, the amount of regenerative power is relatively high because regeneration and power running are repeated frequently on a travel route with many curves and a travel route where congestion is likely to occur. Decrease. Since the technique disclosed in Patent Document 1 is configured to correct the charge completion amount by traveling on the same route a plurality of times, the traveling conditions during the next and subsequent travelings are the traveling conditions during the previous traveling. If it is different from the above, the corrected charge completion amount cannot be fully utilized, and the storage battery may not be fully charged by the regenerative power. In addition, as a result of not being able to fully utilize the corrected charge completion amount, a phenomenon (regeneration expiration) may occur in which the charge rate of the storage battery reaches 100% and the braking performance deteriorates before the downhill driving is completed. is there. As described above, the technique disclosed in Patent Document 1 has room for improvement in further effective utilization of regenerative energy.

The present invention has been made in view of the above points, and an object of the present invention is to make more effective use of regenerative energy.

In order to solve the above problems, the information providing device according to the embodiment of the present invention is a charge rate calculation unit that calculates the first charge rate of the storage battery mounted on the vehicle based on the vehicle information obtained from the vehicle-mounted device. And, based on the driving condition information indicating the content of the driving condition of the vehicle, the predicted regenerative electric energy calculation which calculates the regenerative electric energy which is predicted to be regenerated when the vehicle travels on a specific route from the next time onward. It has a part and. The information providing device calculates the second charge rate converted from the regenerative electric energy, and adds the second charge rate to the first charge rate to calculate the updated third charge rate of the storage battery. Charging target charging rate for calculating the charging target charging rate, which is the target charging rate when charging the storage battery, based on the charging rate updating unit, the third charging rate, and information on the maximum capacity of the storage battery. It is equipped with a calculation unit. The information providing device includes a guidance information generation unit that generates guidance information for guiding the charging target charging rate to the user.

According to the present embodiment, the amount of regenerative power predicted at the time of the next driving is predicted by using the information on the weight and the traveling route when the vehicle travels next time, and the target charging is performed using the amount of the regenerative power. Since the rate is set, the storage battery can be fully charged by the regenerative power and the regenerative expiration can be suppressed, so that the regenerative energy can be used more effectively.

According to the present invention, there is an effect of further effectively utilizing the regenerative energy.

It is a figure which shows the structural example of the vehicle 1 provided with the information providing apparatus 100 which concerns on embodiment of this invention. It is a figure which shows the configuration example of the information providing apparatus 100 shown in FIG. It is a figure which shows the function of the information processing unit 102 of FIG. FIG. 1 is a diagram for explaining an input example of traveling conditions. It is FIG. 2 for demonstrating an input example of a running condition. It is FIG. 3 for demonstrating an input example of a running condition. It is a flowchart for demonstrating the operation of the information providing apparatus 100. It is a figure which shows the flow until the charge target SOC is calculated. It is a figure which shows an example of the guidance reproduced by the display part 105, the voice output part 106 and the like.

Hereinafter, modes for carrying out the invention will be described with reference to the drawings.

Embodiment.
FIG. 1 is a diagram showing a configuration example of a vehicle 1 provided with an information providing device 100 according to an embodiment of the present invention. The vehicle 1 shown in FIG. 1 is, for example, a hybrid vehicle in which a motor 8 and an engine 9 are used in combination as a power source for traveling. The vehicle 1 may be any vehicle provided with a storage battery 2 for supplying electric power for driving the motor 8, and may be a plug-in hybrid vehicle, an electric vehicle, or the like. Hereinafter, "vehicle 1" may be simply referred to as "vehicle".

The vehicle 1 includes a storage battery 2, a current sensor 3, an inverter 4, a generator 5, a power distribution mechanism 6, a speed reducer 7, a motor 8, an engine 9, an engine ECU (Electronic Control Unit) 10, a hybrid ECU 11, a motor ECU 12, and GPS (Global). Positioning System) A signal receiver 13, a map information DB (Data Base) 14, a communication device 15, and an information providing device 100 are provided.

The storage battery 2 mounted on the vehicle 1 is a power storage means configured by connecting a plurality of lithium ion secondary batteries (cells) in series and parallel. The storage battery 2 is provided with a voltage sensor 2a that detects the voltage of the storage battery 2. The voltage information indicating the value of the voltage detected by the voltage sensor 2a is input to the hybrid ECU 11. The voltage information may be input to the information providing device 100 or the like in addition to the hybrid ECU 11.

The current sensor 3 detects the value of the current flowing through the wiring connecting the inverter 4 and the storage battery 2, and inputs the current information indicating the value of the detected current to the hybrid ECU 11. The current information may be input to the information providing device 100 or the like in addition to the hybrid ECU 11.

The inverter 4 converts the DC power supplied from the storage battery 2 into AC power, and drives the motor 8 with the converted AC power. Further, the inverter 4 converts the AC power generated by the generator 5 into DC power, and charges the storage battery 2 with the converted DC power. As described above, the inverter 4 is a bidirectional power conversion device capable of converting AC power into DC power and converting DC power into AC power.

The generator 5 is a generator that generates power (generates AC power) by receiving the driving force of the engine 9 or the drive wheels 16 via the power distribution mechanism 6.

The power distribution mechanism 6 is, for example, a planetary gear mechanism. An engine 9, a generator 5, and a speed reducer 7 are connected to the power distribution mechanism 6.

The speed reducer 7 is a speed reduction mechanism that reduces the rotation speed of the input shaft and transmits it to the output shaft.

The motor 8 is a rotary electric machine that is driven by receiving electric power from the storage battery 2. The motor 8 is mechanically connected to the drive wheels 16 via the speed reducer 7 and transmits the driving force to the drive wheels 16.

The engine 9 is an internal combustion engine that is mechanically connected to the drive wheels 16 via a power distribution mechanism 6 and a speed reducer 7 and transmits a driving force to the drive wheels 16.

The engine ECU 10 is a controller that controls the throttle opening degree of the engine 9 in accordance with a drive request from the hybrid ECU 11.

The hybrid ECU 11 is a controller that calculates necessary engine output, motor torque, and the like based on the accelerator opening degree, vehicle speed, and the like, outputs a drive request to the engine ECU 10 and the motor ECU 12, and controls the engine 9 and the motor 8.

The hybrid ECU 11 runs the vehicle 1 only by the motor 8 without starting the engine 9 in a low load region (particularly at the time of starting or at an extremely low speed) where the engine efficiency is poor (EV running). When the vehicle speed reaches a high speed region where the engine efficiency is improved, the hybrid ECU 11 starts the engine 9 and stops the motor 8 (engine running). The hybrid ECU 11 simultaneously drives the engine 9 and the motor 8 when a large output is required during acceleration, climbing a slope, or the like (hybrid running).

The hybrid ECU 11 appropriately adjusts the engine output to generate electricity so that the SOC value of the storage battery 2 becomes the set target SOC, and controls the SOC value. The target SOC is a target charging rate when charging the storage battery 2. The target SOC may be set by the hybrid ECU 11 or may be set by the information providing device 100.

The GPS signal receiver 13 is for positioning the vehicle 1 by receiving a signal from a GPS satellite. The map information DB 14 is a database in which map information is stored.

The GPS signal receiver 13 and the map information DB 14 are connected to the hybrid ECU 11. The hybrid ECU 11 acquires information on the road environment such as the altitude, curvature, and inclination of the road on which the vehicle 1 travels by using the GPS signal receiver 13 and the map information DB 14.

Further, a communication device 15 is connected to the hybrid ECU 11. The hybrid ECU 11 communicates with other vehicles and roadside facilities (not shown) by the communication device 15 to acquire information (elevation, curvature, inclination, etc.) regarding the road environment of the road on which the vehicle 1 shown in FIG. 1 travels.

The motor ECU 12 is connected to the inverter 4. The motor ECU 12 generates a drive signal for driving the motor 8 in accordance with a drive request from the hybrid ECU 11, and inputs the generated drive signal to the motor 8 via the inverter 4 to control the rotation speed of the motor 8. It is a vessel.

In the present embodiment, the engine ECU 10, the hybrid ECU 11 and the motor ECU 12 are separately provided, but all or a part of the engine ECU 10, the hybrid ECU 11 and the motor ECU 12 may be integrally configured.

Next, the configuration of the information providing device 100, which is a feature of the present invention, will be described.

FIG. 2 is a diagram showing a configuration example of the information providing device 100 shown in FIG. The information providing device 100 is, for example, a navigation device. The information providing device 100 may be any device that provides information about the vehicle 1 to the passengers, and is not limited to the navigation device.

The information providing device 100 includes an information input unit 101, an information processing unit 102, a storage unit 103, an information output unit 104, a display unit 105, a voice output unit 106, and a sound collecting unit 107.

The information input unit 101 is an interface for inputting various information from the vehicle-mounted device. The vehicle-mounted equipment includes, for example, the inverter 4, the motor ECU 12, the hybrid ECU 11, the engine ECU 10 and the motor 8 shown in FIG. 1, and auxiliary machinery (not shown). Auxiliary equipment includes air conditioners, radiator fans, and rear defoggers. In addition to these, vehicle-mounted equipment also includes various sensors. The various sensors are, for example, the current sensor 3 and the voltage sensor 2a shown in FIG. In addition to the current sensor 3 and the voltage sensor 2a, the various sensors include a voltage sensor that detects the voltage input from the storage battery 2 to the inverter 4, and a voltage sensor that detects the voltage input from the inverter 4 to the motor 8. A current sensor that detects the current input from the inverter 4 to the motor 8, a speed sensor that detects the vehicle speed, an accelerator sensor that detects the accelerator opening, a brake sensor that detects the amount of brake operation, and the like are also included.

The various information input to the information input unit 101 includes information on voltage, current, vehicle speed, accelerator opening, brake operation amount, etc. detected by these sensors, information indicating the operating state of the inverter 4, etc., and sound collecting unit 107. The audio information collected in.

Various information input to the information input unit 101 is transmitted to the information processing unit 102, and is used for, for example, calculating the power consumption of the vehicle-mounted device, calculating the SOC of the storage battery 2, and the like. The various information input to the information input unit 101 may be any information used for power consumption calculation, SOC calculation, and the like, and is not limited thereto.

The information processing unit 102 includes a CPU (Central Processing Unit), a system LSI (Large Scale Integration), a microcomputer, a DSP (Digital Signal Processor), a GPU (Graphics Processing Unit), and the like.

The storage unit 103 is a memory composed of a RAM (Random Access Memory), a ROM (Read Only Memory), and the like. A program for realizing the information providing device 100 is stored in the storage unit 103, and when the information processing unit 102 executes this program, a plurality of functions possessed by the information processing unit 102 are realized. The function will be described later.

The information output unit 104 is an interface that outputs, for example, the information generated by the information processing unit 102 to the display unit 105, the voice output unit 106, and the like.

The display unit 105 is a display device that visualizes and reproduces guidance information based on the information output from the information output unit 104. The display is, for example, a display provided in a navigation device, a meter display, a head-mounted display, or the like.

The voice output unit 106 is a speaker that reproduces, for example, voice guidance for route guidance to the destination of the vehicle 1 shown in FIG. 1, voice guidance regarding the travelable distance of the vehicle 1, and the like.

The sound collecting unit 107 is a sound detection microphone that detects the sound emitted by the passenger as a vibration waveform and inputs the signal indicating the detected vibration waveform as voice information to the information processing unit 102 via the information input unit 101. is there. The "passenger" may be either the driver of the vehicle 1 or the companion. Further, since the "passenger" is also a user of the information providing device 100, it may be referred to as a "user".

Next, the function of the information processing unit 102 will be described.

FIG. 3 is a diagram showing the functions of the information processing unit 102 of FIG. The information processing unit 102 includes an SOC calculation unit 122, a mileage calculation unit 123, a travel condition input unit 124, a predicted regenerative electric energy calculation unit 125, an SOC update unit 126, a charging target SOC calculation unit 127, and a guidance information generation unit 128. Be prepared. The information processing unit 102 is used for the SOC calculation unit 122, the travelable distance calculation unit 123, the travel condition input unit 124, the predicted regenerative electric energy calculation unit 125, the SOC update unit 126, the charging target SOC calculation unit 127, and the guidance information generation unit 128. This is a function realized by executing the program stored in the storage unit 103 shown in FIG.

The SOC calculation unit 122, which is a charge rate calculation unit, calculates the SOC (first charge rate) of the storage battery 2 based on the vehicle information obtained from the vehicle 1. The SOC calculation unit 122, which is a charge rate calculation unit, inputs SOC information indicating the calculated SOC value to the mileage calculation unit 123 and the SOC update unit 126.

The vehicle information includes, for example, a voltage detected by each of the plurality of voltage sensors described above, a current detected by each of the plurality of current sensors described above, an accelerator opening degree, a brake operation amount, and the like. The SOC calculation unit 122 calculates the SOC of the storage battery 2 at regular intervals based on at least one of the output voltage and the output current of the storage battery 2 detected by, for example, a voltage sensor or a current sensor.

The SOC of the storage battery 2 is a value defined by "(remaining capacity of the storage battery 2 [A · s]) ÷ (full charge capacity of the storage battery 2 [A · s]) x 100 [%]". Examples of the method for estimating the SOC of the storage battery 2 include a current integration method and an open circuit voltage (OCV) estimation method. The current integration method is a method of estimating the current SOC by using the initial value of the SOC and the integrated value of the detected current. The OCV estimation method is a method of estimating the open circuit voltage of the storage battery 2 from the equivalent circuit model of the storage battery 2 and estimating the SOC of the current storage battery 2 by using the estimated open circuit voltage and the OCV-SOC curve. is there.

The SOC calculation method in the SOC calculation unit 122 is not limited to these. For example, the SOC of the storage battery 2 can be calculated based on, for example, the SOC of the storage battery 2 when the ignition switch is turned on and the charge / discharge amount integrated value of the storage battery 2 when the ignition switch is turned on. The SOC of the storage battery 2 when the ignition switch is turned on is derived based on the open circuit voltage. As is generally known, there is a high correlation between the SOC of the storage battery 2 and the open circuit voltage of the storage battery 2 when it is not in a polarized state. When the ignition switch is off, the storage battery 2 is substantially not charged or discharged, so it is highly possible that the polarized state of the storage battery 2 is eliminated. Therefore, the SOC of the storage battery 2 can be calculated accurately by using the open circuit voltage when the ignition switch is turned on.

The mileage calculation unit 123 calculates the mileage according to the traveling state of the vehicle 1 based on the SOC information from the SOC calculation unit 122. The mileage calculation unit 123 inputs the distance information indicating the calculated mileage value to the guidance information generation unit 128.

For example, when the vehicle 1 is traveling at a constant speed, the SOC of the storage battery 2 calculated by the SOC calculation unit 122 continues to gradually decrease with a substantially constant tendency. When the SOC of the storage battery 2 decreases in this way, if the accelerator opening momentarily increases, the tendency of the SOC of the storage battery 2 to decrease increases. On the other hand, if the brake operation is performed when the SOC of the storage battery 2 is lowered, the regenerative operation is started, so that the SOC of the storage battery 2 tends to increase. In this way, since the SOC of the storage battery 2 is linked to the traveling state of the vehicle 1, the travelable distance calculation unit 123 calculates, for example, the vehicle information and calculates the energy consumption rate per unit distance of the vehicle 1 and calculates it. The mileage can be calculated by using the relationship between the energy consumption rate and the SOC calculated by the SOC calculation unit 122. The method for calculating the mileage is not limited to these, and the method disclosed in, for example, Japanese Patent No. 6002971 and Japanese Patent Application Laid-Open No. 2011-172407 may be used for calculating the mileage. Good. The distance information indicating the value of the travelable distance calculated in this way is input to the guidance information generation unit 128.

The guidance information generation unit 128 generates guidance information for visualizing and displaying the travelable distance based on the input distance information, and inputs the guidance information to the display unit 105. As a result, the mileage is displayed on the display unit 105.

The traveling condition input unit 124 receives input of driving conditions when the vehicle 1 arriving at a house near the mountaintop (for example, the user's home) travels next time (next day, several days later, etc.). The timing for accepting the input of the driving condition may be, for example, an arbitrary timing in which the vehicle 1 is traveling, the time when the vehicle 1 arrives at the user's home, or the timing when the vehicle 1 arriving at the home travels after the next time. It may be when you start. When it is detected that the vehicle 1 has arrived at the user's home, the traveling condition input unit 124 reads the map information from the map information DB 14 shown in FIG. 1, and the home location and the surroundings of the home set in the read map information. For example, it is performed by collating the current position of the vehicle 1. When detecting the timing when the vehicle 1 arriving at home starts traveling from the next time onward, it may be the timing when the lock of the vehicle 1 is released or the timing when the start switch of the vehicle 1 is turned on.

An example of inputting driving conditions will be specifically described. FIG. 4 is a first diagram for explaining an input example of traveling conditions. For example, it is assumed that a family trip is planned several days later, the number of passengers at this time is 4 (2 adults and 2 children), and the total weight of all luggage is about 50 kg.

For example, when the user of the vehicle 1 performs a predetermined touch operation on the display unit 105, the travel condition input unit 124 causes the display unit 105 to display, for example, a button "input of the next travel schedule", and this button is pressed. Then, the condition input screen 124a as shown in FIG. 4 is displayed on the display unit 105. The condition input screen 124a is provided with a condition item field and a condition input field. In the condition item column, for example, the number of passengers, the total weight of luggage, the traveling route, and the like are described. In the condition input field corresponding to the "number of passengers", for example, numerical values indicating the number of adults and children can be input. For example, when the screen of the display unit 105 is touch-operated, these inputs are configured to display a pull-down menu, and a numerical value is input by selecting from the pull-down menus. The total weight of the two adults is entered as 120 kg (assuming the average adult weight is 60 kg) and the total weight of the two children is 80 kg (assuming the average child weight is 40 kg). In the condition input field corresponding to the "total weight of the luggage", a numerical value indicating the total weight of the luggage can be input. The condition input field corresponding to the "traveling route" is used when a specific route is selected from a plurality of routes when there are a plurality of routes from the starting point to the destination.

For example, when the departure place is the house of the owner of the vehicle 1, and the first route and the second route exist as the route from the house to the destination (for example, an inn, an amusement park, etc.), the second route is used. When it is predetermined to use the vehicle to go to the destination, information indicating the second route is input in the condition input field corresponding to the "travel route". Although two routes are described here for convenience of explanation, the information regarding the routes that can be input may be one or three or more.

The method of inputting the traveling conditions to the traveling condition input unit 124 may be the following method. For example, when the above-mentioned "input of next travel schedule" button is pressed, the travel condition input unit 124 may read out information on a plurality of inquiry guidances in advance and input voice in an interactive manner.

For example, the driving condition input unit 124 sends a voice guidance "How many adults are planning to ride?" Via the voice output unit 106, and when the user responds to the voice guidance, the utterance content is changed. It is detected by the sound collecting unit 107. The utterance content in this case is, for example, "two people", "zero", and the like. The sound collecting unit 107 converts the detected utterance content into voice information and inputs it to the traveling condition input unit 124. The traveling condition input unit 124 determines what kind of answer is to the question by the voice guidance by analyzing the frequency component included in the voice information.

Since the method of analyzing the utterance content from the voice information is known as disclosed in Japanese Patent Application Laid-Open No. 2015-221403, Japanese Patent Application Laid-Open No. 2018-156523, etc., the description thereof will be omitted. Further, the content of the voice guidance may be any inquiries about driving conditions, and is not limited to these.

Here, when a specific route is selected from the plurality of routes, the amount of regenerative power in the selected route will be described. Here, in order to simplify the explanation, the traveling speed when the above-mentioned first route or the second route is selected will be described.

FIG. 5 is a second diagram for explaining an input example of traveling conditions. The upper part of FIG. 5 shows the average speed at each point from the starting point to the destination when the first route is selected. The horizontal axis is the distance from the starting point, and the vertical axis is the speed. The lower part of FIG. 5 shows a rough slope from the starting point to the destination of the first route.

In the first route shown in FIG. 5, a steep curve continues from the starting point to the vicinity of 5 km, and a downhill with a relatively large slope continues. In the first route, flat roads continue from about 5 km to 9 km, there are gentle uphills and downhills from 9 km to 13 km, and flat roads continue from 13 km to the destination. .. In addition, on the first route, traffic congestion frequently occurs from the departure point to the destination.

FIG. 6 is a third diagram for explaining an input example of traveling conditions. The upper part of FIG. 6 shows the average speed and the slope of the road at each point from the starting point to the destination when the second route is selected. The horizontal axis is the distance from the starting point, and the vertical axis is the speed. The lower part of FIG. 6 shows a rough slope from the starting point to the destination of the second route. The distance from the starting point to the destination of the second route is about 10 km longer than that of the first route shown in FIG. In the second route, a gentle downhill with few curves continues from the starting point to the vicinity of 9 km, and a flat road continues from the vicinity of 9 km to the destination. In addition, on the second route, there is almost no congestion from the departure point to the destination.

In this way, on two routes with different mileage, slope, traffic conditions, etc., even if the total potential energy from the departure point to the destination is the same, in the section from the departure point to, for example, around 9 km. In contrast to the first path, where regeneration and power running are frequently repeated, the second path, in which the regenerative brake can be used continuously, reduces the amount of discharge of the storage battery 2 during running, and so on. The amount tends to be large. Therefore, the mileage of the vehicle 1 can be extended by effectively using the regenerative power charged in the section up to about 9 km in the subsequent sections.

The traveling condition input unit 124 generates traveling condition information indicating the content of the traveling condition input by the user and inputs it to the predicted regenerative electric energy calculation unit 125 shown in FIG.

The predicted regenerative electric energy calculation unit 125 calculates the regenerative electric energy that is predicted to be regenerated when the vehicle 1 travels on a specific route from the next time onward based on the input traveling condition information. The predicted regenerative electric energy calculation unit 125 inputs the predicted regenerative electric energy amount information indicating the content of the predicted regenerative electric energy to the SOC update unit 126.

For example, when the first route shown in FIG. 5 is frequently used, the first route is a specific route, and when the second route shown in FIG. 6 is frequently used, the second route is used. It is a specific route. The specific route is not limited to these, and may be a specific section from the starting point (such as the user's home) to the destination. The specific section exemplifies a downhill section from the departure point of the first route shown in FIG. 5 to about 5 km, a downhill slope section from the departure point of the second route shown in FIG. 6 to about 9 km, and the like. it can.

Hereinafter, an example of a method for calculating the predicted regenerative electric energy (predicted regenerative electric energy) will be described. For example, statistical parameters generated in advance based on the traveling conditions such as the number of passengers, the total weight of luggage, and the traveling route (for example, specific sections of the first route and the second route) are stored in the storage unit 103 in advance. To. The statistical parameters are statistical values of power running (loss) power and regenerative power for these driving conditions. Statistical parameters include, for example, statistical loss acceleration amount v _{l_n} , statistical loss section horizontal distance L _{2Dl_n} , statistical loss section mileage L _{3Dl_n} , statistical loss section UP elevation difference H _{Ul_n} , statistical loss section DOWN elevation difference _{HDl_n} , statistical regeneration acceleration. Amount v _{r_n} , statistical regeneration section horizontal distance L _{2Dr_n} , statistical regeneration section mileage L _{3Dr_n} , statistical regeneration section UP elevation difference H _{Ur_n} , statistical regeneration section DOWN elevation difference H _{Dr_n} , running speed V of vehicle 1, and the like.

The predicted regenerative electric energy calculation unit 125 reads out these statistical parameters from the storage unit 103, and calculates the predicted regenerative electric energy En by the following equation (1).

In the above equation (1), k ₁ , k ₂ , k ₃ , and k ₄ represent the acceleration resistance coefficient, the gradient resistance coefficient, the road surface resistance coefficient, and the air resistance coefficient, respectively. C represents a power conversion coefficient. R represents the regeneration coefficient. Each of these coefficients is a constant determined according to the characteristics such as weight, shape, motor characteristics, switching loss, and physical constants such as gravity acceleration of the vehicle 1, and the value is based on the vehicle type information included in the vehicle information. It is determined.

The calculation method of the predicted regenerative electric energy is not limited to the above calculation formula, and any method may be used as long as it can predict the regenerative electric energy in response to the traveling condition information.

For example, the driving conditions when traveling on each of the plurality of routes described above and the vehicle information obtained from the vehicle 1 during the traveling (accelerator opening, brake opening, vehicle speed, motor rotation speed, shift position, paddle position, etc.). And the regenerative power, the power running power, etc. when the vehicle information is generated are linked and stored in the storage unit 103. Then, when the traveling condition information is input to the predicted regenerative electric energy calculation unit 125, the predicted regenerative electric energy calculation unit 125 reads out the vehicle information, the regenerative power, and the like corresponding to the traveling conditions stored in the storage unit 103. The predicted regenerative electric energy may be calculated by integrating the values of the plurality of regenerative electric powers read out.

The SOC update unit 126, which is a charge rate update unit, inputs the SOC information from the SOC calculation unit 122 and the predicted regenerative electric energy amount information from the predicted regenerative electric energy calculation unit 125. The SOC update unit 126 first calculates the predicted SOC (second charge rate) converted from the predicted regenerated electric energy based on the SOC information and the predicted regenerated electric energy information. For example, if the predicted regenerative electric energy is 3 kWh with respect to the storage battery 2 having an energy capacity of 30 kWh, the converted SOC value is 10%. Therefore, the predicted SOC converted from the predicted regenerated electric energy can be calculated by obtaining the ratio of the predicted regenerated electric energy to the energy capacity of the storage battery 2.

Next, the SOC update unit 126 calculates the updated SOC (updated SOC: third charge rate) of the storage battery 2 by adding this predicted SOC to the SOC calculated by the SOC calculation unit 122. For example, when the SOC calculated by the SOC calculation unit 122 is 20% and the predicted SOC is 60%, the updated SOC is 80 (20 + 60)%. The updated SOC information indicating the value of the updated SOC is input to the charging target SOC calculation unit 127.

The charging target SOC calculation unit 127, which is a charging target charging rate calculation unit, has a target charging rate (charging target charging rate) when charging the storage battery 2 based on the updated SOC information and information on the maximum capacity of the storage battery 2. The charging target SOC is calculated. For example, when the updated SOC is 80%, the amount of power required to charge the storage battery 2 to the maximum capacity is converted to SOC, which is 20%. When the SOC (20%) calculated by the SOC calculation unit 122 is added to the converted SOC (20%), the charging rate of 40% becomes the charging target SOC.

The charging target SOC information indicating the value of the charging target SOC is input to, for example, the guidance information generation unit 128 or a charging device (not shown).

When the charging target SOC information is input to the guidance information generation unit 128, the guidance information generation unit 128 generates guidance information for guiding the charging target SOC information to the user, and the voice output unit 106, the display unit 105, and the like generate guidance information. input.

As a result, the voice output unit 106 reproduces, for example, the voice guidance corresponding to the charging target SOC, and the user who hears the voice guidance performs an operation such as setting the maximum charge amount of the storage battery 2 according to the value. Can be done. In this case, an SOC voice guidance table in which the charging target SOC value and the voice guidance value are associated is stored in advance in the storage unit 103 or the like, and when the charging target SOC is input to the voice output unit 106, the voice is output. By referring to the SOC voice guidance table, the unit 106 reproduces the voice guidance corresponding to the value of the charging target SOC. Specific examples of voice guidance will be described later.

Further, on the display unit 105, for example, the display guidance corresponding to the charging target SOC is reproduced, and the user who confirms the display guidance can perform operations such as setting the maximum charge amount of the storage battery 2 according to the value. In this case, an SOC display guide table in which the value of the charging target SOC and the value of the display guidance are associated with each other is stored in advance in the storage unit 103 or the like, and when the charging target SOC is input to the display unit 105, the display unit 105 However, by referring to the SOC display guide table, the display guidance corresponding to the value of the charging target SOC is reproduced. Specific examples of display guidance will be described later.

The input destination of the guidance information from the guidance information generation unit 128 is not limited to the voice output unit 106 and the display unit 105, and may be a terminal device such as a smartphone or a tablet terminal. In this case, the guidance information from the guidance information generation unit 128 is input to the terminal device, and the same guidance as the voice output unit 106 and the display unit 105 is reproduced in the terminal device.

When the charging target SOC information is input to the charging device of the storage battery 2, even if the user does not input the charging target SOC information, the charging device of the storage battery 2 in which the charging target SOC information is input is based on the charging target SOC information. The charge control of the storage battery 2 can be automatically performed.

Next, the operation of the information providing device 100 will be described with reference to FIG. FIG. 7 is a flowchart for explaining the operation of the information providing device 100.

In step S1, the SOC calculation unit 122 calculates the SOC of the storage battery 2 based on the vehicle information obtained from the vehicle 1.

In step S2, the mileage calculation unit 123 calculates the mileage according to the traveling state of the vehicle 1 based on the SOC calculated by the SOC calculation unit 122.

In step S3, the traveling condition input unit 124 inputs the traveling conditions when the vehicle 1 travels from the next time onward.

In step S4, the predicted regenerative electric energy calculation unit 125 calculates the regenerative electric energy that is predicted to be regenerated when the vehicle 1 travels on a specific route from the next time onward based on the input traveling conditions. ..

In step S5, the SOC update unit 126 calculates the predicted SOC converted from the predicted regenerative electric energy calculated by the predicted regenerative electric energy calculation unit 125.

In step S6, the SOC update unit 126 calculates the updated SOC of the storage battery 2 by adding the predicted SOC to the SOC calculated by the SOC calculation unit 122.

In step S7, the charging target SOC calculation unit 127 charges the charging target, which is the target charging rate when charging the storage battery 2, based on the updated SOC calculated by the SOC updating unit 126 and the information on the maximum capacity of the storage battery 2. The target SOC is calculated.

FIG. 8 is a diagram showing a flow until the charging target SOC is calculated. FIG. 8 shows the SOC calculated by the SOC calculation unit 122, the SOC update unit 126, the charging target SOC calculation unit 127, and the like, assuming that the SOC when the storage battery 2 is in a fully charged state is 100%.

FIG. 8 (1) illustrates the SOC calculated by the SOC calculation unit 122. The SOC is, for example, 20%, which is equal to the remaining charge before the storage battery 2 is charged. FIG. 8 (2) exemplifies the SOC (predicted SOC) predicted by the SOC update unit 126. The predicted SOC is, for example, 60%. FIG. 8 (3) illustrates the SOC (updated SOC) updated by the SOC update unit 126. The renewal SOC is, for example, 80%. FIG. 8 (4) shows the result of converting the amount of electric power required to charge the storage battery 2 to the maximum capacity calculated by the charging target SOC calculation unit 127 into SOC. The converted SOC is, for example, 20%. FIG. 8 (5) illustrates the charging target SOC calculated by the charging target SOC calculation unit 127. The charging target SOC is calculated by adding the SOC (20%) calculated by the SOC calculation unit 122 to the converted SOC (20%), and is, for example, 40%.

Returning to FIG. 7, in step S8, the guidance information generation unit 128 inputs the charging target SOC calculated by the charging target SOC calculation unit 127 to the voice output unit 106, the display unit 105, and the like.

In step S9, the voice output unit 106, the display unit 105, and the like reproduce voice guidance, display guidance, and the like corresponding to the value of the charging target SOC.

FIG. 9 is a diagram showing an example of guidance reproduced by the display unit 105, the audio output unit 106, and the like. FIG. 9 (1) shows an example of guidance displayed on the display unit 105.

In the display guidance 105a, when the SOC when the storage battery 2 is fully charged is set to 100%, the current SOC of the storage battery 2 is "charged 20%" and the SOC predicted to be regenerated is "next time or later". The SOC corresponding to the amount of power that needs to be charged by a commercial power source is displayed as "60% expected to be regenerated by running" and "20% that needs to be charged".

The display guidance 105b is a power charge when charged with a commercial power source in consideration of the amount of regenerated power charged in the next and subsequent runs, and a power charge when charged with a commercial power source without considering this regenerated power amount. The difference when compared with is displayed as "about XX yen discount".

FIG. 9 (2) shows an example of guidance reproduced from the audio output unit 106. The voice guidance 106a guides the user to the target SOC that should be set when considering the amount of regenerative power to be charged in the next and subsequent runs. For example, "Set the current charging target value to 40%. Is played like. The voice guidance 106b is reproduced, for example, "If you set the charging target value to 40%, you can save about XX yen" in order to guide the user how much electricity charges can be saved.

The configuration shown in the above-described embodiment shows an example of the content of the present invention, can be combined with another known technique, and is one of the configurations without departing from the gist of the present invention. It is also possible to omit or change the part.

1 vehicle, 2 storage battery, 2a voltage sensor, 3 current sensor, 4 inverter, 5 generator, 6 power distribution mechanism, 7 speed reducer, 8 motor, 9 engine, 10 engine ECU, 11 hybrid ECU, 12 motor ECU, 13 GPS signal Receiver, 15 communication unit, 16 drive wheels, 100 information providing device, 101 information input unit, 102 information processing unit, 103 storage unit, 104 information output unit, 105 display unit, 105a display guidance, 105b display guidance, 106 voice output Unit, 106a voice guidance, 106b voice guidance, 107 sound collection unit, 122 SOC calculation unit, 123 mileage calculation unit, 124 travel condition input unit, 124a condition input screen, 125 predicted regenerative power calculation unit, 126 SOC update unit 127 Charging target SOC calculation unit, 128 Guidance information generation unit.

Claims (1)

A charge rate calculation unit that calculates the first charge rate of the storage battery mounted on the vehicle based on the vehicle information obtained from the vehicle-mounted device.
With the predicted regenerative electric energy calculation unit that calculates the regenerative electric energy that is predicted to be regenerated when the vehicle travels on a specific route from the next time onward based on the traveling condition information indicating the contents of the traveling conditions of the vehicle ,
A charge rate update unit that calculates a third charge rate after renewal of the storage battery by calculating a second charge rate converted from the regenerative electric energy and adding the second charge rate to the first charge rate. When,
A charging target charging rate calculation unit that calculates a charging target charging rate, which is a target charging rate when charging the storage battery, based on the third charging rate and information on the maximum capacity of the storage battery.
A guidance information generation unit that generates guidance information for guiding the charging target charging rate to the user,
An information providing device including.

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