JP2020178428A - Charge amount management system - Google Patents

Abstract

To provide a charge management system which can constantly brake an electric vehicle by regenerating the motion energy of the electric vehicle.SOLUTION: A charge management system comprises: a navigation device which can extract all travelable traveling routes within a range of a preset traveling distance from a current place, and can extract a gradient of the traveling route or an altitude difference at each zone which is partitioned by a preset distance; and a charge management device including a power amount derivation part which can derive a power consumption amount or a power regeneration amount at each zone on the basis of the gradient or the altitude difference which is extracted by the navigation device, an income/expenditure calculation part which can calculate an income and an expenditure of a power amount from the current place on the basis of the power consumption amount or the power regeneration amount which is derived by the power amount derivation part, and a power amount decision part for deciding a power amount of a drive battery at a finish of external charge so that the power amount at each of all the zones at which the income/expenditure of the power amount calculated by the income/expenditure calculation part becomes a plus side reaches a maximum value of the power amount which is chargeable to the drive battery or smaller.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a charge amount management system.

Patent Document 1 discloses a charge amount control device for an electric vehicle. The charge amount control device for the electric vehicle includes a charge processing unit that charges the drive battery of the electric vehicle to the amount of electric energy at the time of completion of charging, which is equal to or less than the full charge amount, and an electric vehicle in a predetermined traveling route. Charging is completed based on the monitoring result of the charge amount monitoring unit that monitors whether the remaining charge amount of the drive battery that fluctuates due to driving reaches the full charge amount due to regenerative charging during driving, and the charge amount monitoring unit. The correction amount determination unit that determines the correction amount of the charge amount at the time so that the remaining charge amount after traveling on the predetermined traveling route becomes the full charge amount, and the charge amount corrected by the correction amount when the charge is completed. It is provided with a charge completion amount determining unit that determines as a charge amount when a new charge is completed.

JP-A-2017-112648

In the electric energy charge control device disclosed in Patent Document 1, when traveling on a route other than a predetermined travel route, the charge amount of the drive battery can be charged by regenerating the kinetic energy of the electric vehicle into electric power. May reach the maximum value of, and there is a risk that the electric vehicle cannot be braked by regenerating the kinetic energy of the electric vehicle.

In view of the above circumstances, at least one embodiment of the present invention aims to provide a charge management system capable of constantly braking an electric vehicle by regenerating the kinetic energy of the electric vehicle.

(1) The charge management system according to at least one embodiment of the present invention is a charge management system for a drive battery mounted on an electric vehicle, and can travel within a preset mileage range from the current location. Based on a navigation device that can extract all routes and can extract the gradient or elevation difference of the traveling route for each section divided by a preset distance, and the gradient or elevation difference extracted by the navigation device. The electric energy derivation unit that can derive the electric energy or electric energy regeneration amount for each section, and the electric energy balance from the current location based on the electric energy consumption or electric energy regeneration amount derived by the electric energy extraction unit. The balance calculation unit that can be calculated for each section and the power amount for all sections where the balance of the power amount calculated by the balance calculation unit is positive is the maximum value of the power amount that can be charged to the drive battery. A charge management device including a power amount determining unit for determining the power amount of the drive battery at the end of external charging is provided so as to be less than that.

According to the configuration of (1) above, the balance of electric energy from the current location is calculated for each section, and the amount of power for each section where the balance of electric energy is positive is the amount of power that can be charged to the drive battery. The electric energy of the drive battery at the end of external charging is determined so as to be the maximum value or less. As a result, the charge amount of the drive battery does not reach the maximum value of the chargeable electric energy by the regenerative charging, so that the electric vehicle can be braked at all times by regenerating the kinetic energy of the electric vehicle.

(2) In one embodiment, in the configuration of (1) above, the electric energy deriving unit has a learning unit capable of learning the relationship between the gradient or altitude difference of the traveling route and the electric power consumption or the electric energy regeneration amount.

According to the configuration of (2) above, since the learning unit learns the relationship between the gradient or elevation difference of the traveling route and the power consumption or the power regeneration amount, the power consumption or the power regeneration amount derived by the power amount derivation unit The accuracy of can be improved.

(3) In one embodiment, in the configuration of (2) above, the learning unit can learn for each season.

According to the configuration of (3) above, since the learning unit learns the relationship between the gradient or altitude difference of the traveling route and the electric energy or electric energy for each season, the electric energy or electric power derived by the electric energy derivation unit The accuracy of the amount of regeneration can be improved.

(4) In one embodiment, in any one of the above configurations (1) to (3), the electric energy determination unit can travel within a preset mileage range from the current location. When the maximum altitude difference in the route is less than the preset altitude difference, the power amount of the drive battery at the end of external charging is determined to be a predetermined power amount smaller than the maximum value of the chargeable power amount.

According to the configuration of (4) above, the electric energy determination unit is used when the maximum altitude difference in all the travel routes that can be traveled within the range of the preset mileage from the current location is less than the preset altitude difference. , The amount of power of the drive battery at the end of external charging is determined to be a predetermined amount of power less than the maximum value of the amount of power that can be charged. As a result, the load on the electric energy derivation unit and the balance calculation unit can be reduced.

According to at least one embodiment of the present invention, braking of the electric vehicle is always possible by regenerating the kinetic energy of the electric vehicle.

It is a block diagram which shows schematic structure of the charge management system which concerns on Embodiment 1 of this invention. It is a schematic diagram which shows the traveling route extracted by the navigation device shown in FIG. 1 and divided by the preset distance. It is a figure for demonstrating the balance of electric energy in the balance calculation unit shown in FIG. It is a flowchart which shows schematic the control content of the charge management system which concerns on Embodiment 1 of this invention shown in FIG. It is a block diagram which shows schematic structure of the electric energy derivation part of the charge management system which concerns on Embodiment 2 of this invention. It is a figure for demonstrating the electric energy determination part of the charge management system which concerns on Embodiment 3 of this invention. It is a flowchart which shows the control content of the charge management system which concerns on Embodiment 3 of this invention.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of the components described as embodiments or shown in the drawings are not intended to limit the scope of the present invention to this, but are merely explanatory examples. Absent.

[Embodiment 1]
FIG. 1 is a block diagram schematically showing the configuration of the charge management system 1 according to the first embodiment of the present invention. FIG. 2 is a schematic diagram showing a traveling route extracted by the navigation device 2 shown in FIG. 1 and divided by a preset distance. FIG. 3 is a diagram for explaining the balance of electric energy in the balance calculation unit 32 shown in FIG. FIG. 4 is a flowchart schematically showing the control contents of the charge management system 1 according to the first embodiment of the present invention shown in FIG.

As shown in FIG. 1, the charge management system 1 according to the first embodiment of the present invention is the charge management system 1 for the drive battery 11 mounted on the electric vehicle 100. The electric vehicle 100 according to the first embodiment of the present invention is an electric vehicle 100 capable of charging the drive battery 11 mounted on the electric vehicle 100 from the outside of the electric vehicle 100, and the inverter 12 is connected to the drive battery 11. Electric power is supplied to the drive motor 13 via the drive motor 13 (discharge), and electric power regenerated from the kinetic energy of the electric vehicle 100 is supplied from the drive motor 13 to the drive battery 11 via the inverter 12 (charging). The electric vehicle 100 according to the first embodiment of the present invention is, for example, an electric vehicle (EV (Electric Battery)) or a plug-in hybrid vehicle (PHV (Plug-in Hybrid Vehicle), PHEV (Plug-in Hybrid Electric Vehicle)). Therefore, power is charged to the drive battery 11 from the connector 14 provided in the charging port 110 of the electric vehicle 100 through the vehicle-mounted charger 15.

As shown in FIG. 1, the charge management system 1 according to the first embodiment of the present invention includes a navigation device 2 and a charge management device 3.

The navigation device 2 can provide route guidance from the current location to the destination. The navigation device 2 stores map data 21 including detailed road information including gradient or altitude, and also has a positioning system 22, a gyro sensor 23, and an acceleration sensor that acquire the current position of the electric vehicle 100 (own vehicle). Various sensors such as 24 are provided, and the current position of the own vehicle is specified on the map data by map matching.

As shown in FIG. 2, the navigation device 2 according to the first embodiment of the present invention can extract all travel routes that can be traveled within a preset mileage range from the current location. The preset mileage from the current location is the amount of power obtained to regenerate the kinetic energy of the electric vehicle 100 (hereinafter referred to as "power consumption") rather than the amount of power consumed by the electric vehicle 100 traveling or the like (hereinafter referred to as "power consumption"). This is the distance at which the amount of regenerative power) may exceed. The preset mileage from the current location can be arbitrarily set depending on the characteristics of the vehicle and the like. For example, a distance of 5 km from the current location is set. All the travelable routes mean that the travelable routes that can be traveled within the range of the preset mileage from the current location are extracted by brute force, and even if only a part is different, they are extracted as different travel routes. ..

Further, the navigation device 2 according to the first embodiment of the present invention can extract the slope or the altitude difference of the traveling route for each section divided by a preset distance. The preset distance is a unit (section) for calculating the balance of electric energy. The preset distance can be arbitrarily set, and for example, a distance of 100 m is set.

As shown in FIG. 1, the charge management device 3 according to the first embodiment of the present invention charges (externally charges) the drive battery 11 mounted on the electric vehicle 100 from the outside of the electric vehicle 100 such as a commercial power source. It is possible to manage the amount of charge. The charge management device 3 according to the first embodiment of the present invention includes an electric energy derivation unit 31, a balance calculation unit 32, and an electric energy determination unit 33.

The electric energy deriving unit 31 can derive the electric energy consumption or the electric energy regeneration amount for each section based on the gradient or the altitude difference extracted by the navigation device 2. The electric energy deriving unit 31 may be configured by, for example, a map in which the gradient or elevation difference is associated with the electric energy consumption or the electric energy regeneration amount, or by a mathematical formula in which the gradient or elevation difference is associated with the electric energy consumption or the electric energy regeneration amount. It may be configured.

The balance calculation unit 32 can calculate the balance (integration) of the power amount from the current location for each section based on the power consumption amount or the power regeneration amount derived by the power amount derivation unit 31. The balance calculation unit 32 may calculate the balance of the power amount for each section by using the power consumption amount or the power regeneration amount as it is, but as shown in FIG. 3, the balance of the power amount is made dimensionless. It may be calculated for each section. As shown in FIG. 3, when the balance of the electric energy calculated for each section by dimensionlessing is -3 in the section 1 closest to the current location, the integration is -3. If the balance of electric energy in the next section (section 2) is +3, the integration will be ± 0 (-3 + 3), and if the balance of electricity in the next section (section 3) is +2, the integration will be +2. It becomes (0 + 2). Hereinafter, the balance (integration) of the electric energy from the current location is calculated for each section within the range of the preset mileage from the current location.

In the electric energy determination unit 33, the electric energy for each section in which the electric energy balance (integration) calculated by the balance calculation unit 32 is positive is the maximum value or less of the electric energy that can be charged to the drive battery 11. The electric energy of the drive battery 11 at the end of external charging is determined so as to be. That is, the electric energy determination unit 33 is set so that the maximum value or less of the electric energy that can be charged to the drive battery 11 in the section where the balance (integration) of the electric energy calculated for each section is the largest and positive. , Determines the electric energy of the drive battery 11 at the end of external charging.

As shown in FIG. 4, the charge management system 1 according to the first embodiment of the present invention activates the navigation device 2 when charging is started (step S11: Yes) (step S12). Next, the navigation device 2 extracts all the travel routes that can be traveled within the range of the preset travel distance from the current location (step S13). Next, for all the travelable travel routes extracted by the navigation device 2, the gradient or altitude difference of the travel route is extracted for each section divided by a preset distance (step S14).

Next, the electric energy deriving unit 31 derives the electric energy consumption or the electric energy regeneration amount for each section based on the gradient or the altitude difference extracted by the navigation device 2 (step S15). Next, the balance calculation unit 32 calculates the balance (integration) of the power amount from the current location for each section based on the power consumption amount or the power regeneration amount derived by the power amount derivation unit 31 (step S16). Next, the electric energy determination unit 33 determines that the electric energy for each section in which the electric energy balance calculated by the balance calculation unit 32 becomes positive is the maximum value or less of the electric energy that can be charged to the drive battery 11. Therefore, the electric energy of the drive battery 11 at the end of external charging is determined (step S17). Next, the navigation device 2 is stopped (step S18).

Then, when the drive battery 11 is charged until the electric energy reaches the electric energy determined by the electric energy determination unit 33, charging ends (step S19).

According to the charge management system 1 according to the first embodiment of the present invention described above, the balance (integration) of the electric energy from the current location is calculated for each section, and the electric energy for each section where the balance of the electric energy is positive is calculated. Determines the amount of power of the drive battery 11 at the end of external charging so that is equal to or less than the maximum value of the amount of power that can be charged to the drive battery 11. As a result, the charge amount of the drive battery 11 does not reach the maximum value of the rechargeable electric energy by regenerating the kinetic energy of the electric vehicle 100 into electric power. Therefore, the electric power by regenerating the kinetic energy of the electric vehicle 100 Braking of the vehicle 100 is always possible.

[Embodiment 2]
FIG. 5 is a block diagram schematically showing the configuration of the electric energy extraction unit 31 of the charge management system 1B according to the second embodiment of the present invention.

As shown in FIG. 5, the charge management system 1B according to the second embodiment of the present invention has the electric energy extraction unit 31 including the learning unit 311 in the charge management system 1 according to the first embodiment of the present invention described above. The learning unit 311 can learn the relationship between the gradient or altitude difference of the traveling route and the power consumption or the power regeneration amount.

For example, the learning unit 311 has a gradient or elevation difference of the traveling path input to the electric energy derivation unit 31, and power output from the drive battery 11 (power consumption) or power input to the drive battery 11 (regeneration). Based on (electric power), the relationship between the gradient or altitude difference of the traveling route and the electric energy consumption or the electric energy regeneration amount is learned.

According to the charging system according to the second embodiment of the present invention described above, the learning unit 311 learns the relationship between the gradient or elevation difference of the traveling path and the power consumption or the power regeneration amount, so that the power amount deriving unit 31 derives it. It is possible to improve the accuracy of the amount of power consumption or the amount of power regeneration.

In addition, the learning unit 311 can learn the relationship between the gradient or altitude difference of the traveling route and the power consumption or the power regeneration amount for each season. For example, the frequency of use of the air conditioner (air conditioner) fluctuates greatly depending on the season, so if the traveling route or altitude difference and the power consumption or power regeneration amount are learned for each season, the power amount derivation unit 31 derives the power amount. The accuracy of power consumption or power regeneration can be improved.

Further, the learning unit 311 learns the power consumption or the power regeneration amount that fluctuates depending on the driver's habit, for example, how much acceleration is performed on an uphill or how much regenerative braking is performed on a downhill. You may.

[Embodiment 3]
FIG. 6 is a diagram for explaining the electric energy determination unit 33 of the charge management system 1C according to the third embodiment of the present invention. FIG. 7 is a flowchart schematically showing the control contents of the charge management system 1C according to the third embodiment of the present invention.

As shown in FIG. 6, in the charge management system 1C according to the third embodiment of the present invention, in the charge management systems 1 and 1B according to the above-described first and second embodiments of the present invention, the electric energy determination unit 33 is from the current location. When the maximum altitude difference HMax in the travel path that can be traveled within the preset mileage range is less than the preset altitude difference, the amount of power after the end of external charging is greater than the maximum value of the amount of power that can be charged. Determine a small amount of power.

As shown in FIG. 7, the charge management system 1C according to the embodiment of the present invention activates the navigation device 2 when charging is started (step S31: Yes) (step S32). Next, the navigation device 2 extracts all the travel routes that can be traveled within the range of the preset travel distance from the current location (step S33). Next, it is determined whether or not the maximum altitude difference HMax in all the travel routes that can be traveled within the range of the preset travel tail distance from the current location is less than the preset altitude difference (step S34). When it is determined that the maximum altitude difference HMax is less than the preset altitude difference (step S34: Yes), the electric energy of the drive battery 11 at the end of external charging is less than the maximum value of the chargeable electric energy in advance. The determined electric energy is determined (step S35).

On the other hand, when it is determined that the maximum altitude difference HMax is less than the preset altitude difference (step S34: No), the slope or altitude difference of the traveling route is determined for all the traveling routes extracted by the navigation device 2. Extraction is performed for each section divided by a preset distance (step S36). Next, the electric energy deriving unit 31 derives the electric energy consumption or the electric energy regeneration amount for each section based on the gradient or the altitude difference extracted by the navigation device 2 (step S37). Next, the balance calculation unit 32 calculates the balance (integration) of the power amount from the current location for each section based on the power consumption amount or the power regeneration amount derived by the power amount derivation unit 31 (step S38). Next, the electric energy determination unit 33 determines that the electric energy for each section in which the electric energy balance calculated by the balance calculation unit 32 becomes positive is the maximum value or less of the electric energy that can be charged to the drive battery 11. Therefore, the electric energy of the drive battery 11 at the end of external charging is determined (step S39).

When the electric energy determination unit 33 determines the electric energy of the drive battery 11 at the end of external charging (steps S35 and S39), the navigation device 2 is stopped (step S40). Then, when the drive battery 11 is charged until it reaches the electric energy determined by the electric energy determination unit 33, charging ends (step S41).

According to the charge management system 1C according to the third embodiment of the present invention described above, the electric energy determination unit 33 has a maximum altitude difference HMax in all travel routes that can travel within a preset mileage range from the current location. When the altitude difference is less than the preset altitude difference, the electric energy of the drive battery 11 at the end of external charging is determined to be a predetermined electric energy smaller than the maximum value of the chargeable electric energy. As a result, the load on the electric energy derivation unit 31 and the balance calculation unit 32 can be reduced.

The present invention is not limited to the above-described embodiment, and includes a modified form of the above-described embodiment and a combination of these embodiments as appropriate.

1,1B, 1C Charge management system 2 Navigation device 21 Map data 22 Positioning system 23 Gyro sensor 24 Acceleration sensor 3 Charge management device 31 Electric energy derivation unit 311 Learning unit 32 Balance calculation unit 33 Electric energy determination unit 11 Drive battery 12 Inverter 13 Drive motor 14 Connector 15 In-vehicle charger 100 Electric vehicle 110 Charging port

Claims (4)

It is a charge management system for the drive battery mounted on the electric vehicle.
Navigation that can extract all the travel routes that can be traveled within the range of the preset mileage from the current location, and can extract the gradient or altitude difference of the travel route for each section divided by the preset distance. With the device
A power consumption derivation unit capable of deriving power consumption or power regeneration for each section based on the gradient or altitude difference extracted by the navigation device, and
A balance calculation unit that can calculate the balance of the power amount from the current location for each section based on the power consumption amount or the power regeneration amount derived by the power amount derivation unit.
At the end of external charging, the amount of power for each section in which the balance of the amount of power calculated by the balance calculation unit is positive is equal to or less than the maximum value of the amount of power that can be charged to the drive battery. A charge management system including a charge management device including an electric energy determination unit for determining the electric energy of the drive battery. The charge management system according to claim 1, wherein the electric energy deriving unit has a learning unit capable of learning the relationship between a gradient or altitude difference of a traveling path and an electric power consumption amount or an electric power regeneration amount. The charge management system according to claim 2, wherein the learning unit can learn for each season. The electric energy determination unit
When the maximum altitude difference in all the travel routes that can be traveled within the preset mileage from the current location is less than the preset altitude difference, the electric energy of the drive battery at the end of external charging is charged. The charge management system according to any one of claims 1 to 3, wherein a predetermined electric energy is determined to be less than the maximum possible electric energy.

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