JP2011098693A - Information display device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an information display device with which a user can easily understand a cost covered by fuel consumption improvement equipment mounted on a vehicle. <P>SOLUTION: The information display device 100, which displays a remaining electric energy of a battery 14 of the vehicle running with electrical driving power, displays power generation costs of each power generator 11, 12, and 13 which has generated electricity of the remaining electric energy. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an information display device for a vehicle, and more particularly to an information display device that displays a remaining power amount of a battery together with a power generation system.

  In order to increase eco-consciousness and to recommend eco-driving, a technique for notifying a driver of fuel consumption and fuel cost of a vehicle is known (for example, see Patent Documents 1 and 2). Patent Document 1 discloses an operation state display device including a motor operation lamp, a motor regeneration lamp, a motor power running lamp, an engine operation lamp, a battery remaining amount lamp, and a power generation lamp in a series type hybrid vehicle. Patent Document 2 discloses a fuel consumption display device that displays a fuel cost of a fuel consumed while the vehicle travels 1 km or a cumulative fuel cost.

JP 09-0985501 A JP 2008-180576 A

As described above, various technologies related to fuel consumption and cost display have been considered, but until now, cost display corresponding to diversification of energy supply sources has not been considered. Specifically, with the advancement of hybrid vehicles and electric vehicles, vehicles can run on electric power, but there are a wide variety of electricity generation methods. For example, on the vehicle side, it is possible to generate power by an alternator, brake regeneration, a solar cell, or a reaction between hydrogen and oxygen. Plug-in hybrid vehicles and electric vehicles can be charged to a battery from a household outlet, but not only electricity from electric power companies but also solar cells and fuel cells are used at home. In addition, in the case of a home, the electricity bill purchased from an electric power company often varies depending on the time of day.
Of course, the initial cost is often generated for a wide range of energy supply sources such as vehicles and households, and because the power generation cost varies depending on the power generation method and charging method, simply display the gasoline cost and electricity cost. However, there is a problem that it is difficult for the user to grasp how much the cost of traveling is covered by the fuel efficiency improvement equipment (hybrid, solar battery, grill shutter, etc.). This makes it difficult for the driver to be willing to wear the fuel efficiency improvement device when purchasing the vehicle next time.

  Further, since the user cannot know the breakdown of the power generation cost in detail, the user is not willing to stop a device with high power consumption such as an air conditioner.

  In view of the above problems, an object of the present invention is to provide an information display device that allows a user to easily grasp the cost covered by fuel efficiency improvement equipment mounted on a vehicle.

  In view of the above-described problems, the present invention is an information display device that displays the amount of remaining power in a battery of a vehicle that travels using electric power as a power source, and displays the power generation cost of each power generation means that has generated the remaining amount of power. It is characterized by.

  It is possible to provide an information display device that allows the user to easily grasp the cost covered by the fuel efficiency improvement equipment mounted on the vehicle.

It is a figure which shows an example of the electric power generation cost displayed on a display. It is an example of the block diagram of an information display apparatus. It is an example of the figure which shows information which a power management ECU acquires from an energy source and an energy consumption side typically.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
FIG. 1 shows an example of cost information displayed on the display 16. The information display device 100 displays a breakdown (power generation cost) of each power generation means of the remaining power amount charged in the battery, an enlarged display thereof, cost amortization information of fuel efficiency improvement equipment, and the like.

  In the left diagram of FIG. 1, the remaining power amount is displayed as a block for each power unit price (power generation cost). Further, in the center, the remaining amount of power generated by the solar cell 13, the remaining amount of power generated by brake regeneration, and the remaining amount of power due to charging from the house (hereinafter sometimes referred to as “plug-in”). The amount etc. are displayed separately. With such a display, the driver can grasp the power generation cost for each energy source.

  In the right figure, “amount of money obtained by solar cell—initial cost” is displayed. This is the cost amortization information of the fuel efficiency improvement equipment, and the driver can grasp whether or not the initial cost has been amortized and the degree of the amortization. Since the fuel consumption such as the instantaneous fuel consumption and the average fuel consumption is displayed, the driver can grasp the current driving cost of the vehicle by the instantaneous fuel consumption and the past average driving cost by the average fuel consumption.

  FIG. 2 shows an example of a configuration diagram of the information display apparatus 100. The information display device 100 is controlled by a power management ECU (Electronic Control Unit) 15. The power management ECU 15 is connected to an alternator 11, a regenerative brake 12, a solar battery 13 (hereinafter referred to as an energy source), and a battery 14. Further, an engine control ECU 17, an HV control ECU 18, an air conditioner control ECU 19, a seat control ECU 20, and a lighting control ECU 21 are connected to the power management ECU 15 (hereinafter referred to as energy consumption side). The power management ECU 15 is connected to a display 16 for displaying the cost information shown in FIG. The display 16 is an LCD (Liquid Crystal Display) or an organic EL display also used as a navigation system, but may be a display unit such as an LCD provided on a meter panel.

  Further, since the power management ECU 15 can charge the battery 14 from a household outlet, it can be connected to the home management device 22 via a power cable or wirelessly when necessary.

  The power management ECU 15 and the energy consuming ECU are connected via an in-vehicle LAN such as a CAN (controller area network). The power management ECU 15 and the ECU on the energy consumption side are microcomputers equipped with a CPU, RAM, EEPROM, ASIC, reset circuit, CAN controller, and the like. The power management ECU 15 provides the following functions by executing a program stored in the EEPROM.

  In this way, the power management ECU 15 can separately display the breakdown of the remaining power amount because it individually monitors all the power generation amounts of the energy sources and all the consumption amounts on the energy consumption side.

  FIG. 3 is an example of a diagram schematically showing information acquired by the power management ECU 15 from the energy source and the energy consuming side. The power management ECU 15 acquires the alternator power generation information from the alternator 11, the brake power generation information from the regenerative brake 12, and the solar cell power generation information from the solar cell 13 (hereinafter referred to as “power generation information” without distinguishing them). There is.) Specifically, the power management ECU 15 determines the amount of power to be charged to the battery 14 without being consumed on the energy consuming side among the power generation amount of the alternator 11, the power generation amount of the regenerative brake 12, and the power generation amount of the solar battery 13. By monitoring the current value, the power generation information for each energy source can be acquired. Alternatively, the energy source may transmit each information to the power management ECU 15 every cycle time (for example, every several milliseconds to several hundred milliseconds) at each timing, or when requested by the power management ECU 15. Each power generation information may be transmitted to the power management ECU 15. The power management ECU 15 can acquire the SOC (State Of Charge) of the battery 14.

  Further, the power management ECU 15 lights engine-related current consumption information from the engine control ECU 17, motor power consumption information from the HV control ECU 18, air conditioner power consumption information from the air conditioner control ECU 19, and power seat power consumption information from the seat control ECU 20. Lamp power consumption information is acquired from the control ECU 21 (hereinafter, these may be referred to as “power consumption information” without distinction). Specifically, the power management ECU 15 monitors current values flowing from the alternator 11, the regenerative brake 12, the solar battery 13, or the battery 14 to the engine, motor, air conditioner, power seat, and lamp, and acquires current consumption information. . The information on the energy consuming ECU or the power consumption is an example, and all information consumed by the electronic device of the vehicle can be included. For example, power consumption information such as a navigation system, a wiper, a power window, and power steering is also included.

  Of the power generated by the energy source, the battery 14 is charged with the power not consumed by the energy consuming side. Since the power management ECU 15 acquires the power generation information for each energy source, the individual power generation cost of the remaining power amount of the battery 14 can be easily calculated.

  Further, the power management ECU 15 acquires household power transmission / reception information from the household management device 22 when charging the battery 14 with power from a household outlet. The household power transmission / reception information is mainly supply power information. The power supply information is the name of a power supply source (for example, the name of a power company, a solar cell system, a fuel cell system, a wind power generation system, etc.), the amount of each supplied power, and power cost information. It is possible to calculate how much cost has been reduced by the plug-in from the amount of power supply and power cost information.

[Display breakdown of remaining power]
The display of the breakdown of the remaining power amount charged in the battery 14 by the power management ECU 15 will be described. The power management ECU 15 accumulates the acquired power generation information for each energy source for each energy source. For example, in the battery 14 at a certain point in time, the remaining power amount of power generated by the alternator 11 is Ozan, the remaining power amount of power generated by the regenerative brake 12 is Kzan, the remaining power amount of power generated by the solar cell 13 is Tzan, Let Pzan be the remaining power amount due to the plug-in. The unit is, for example, [kWh].

  Pzan can be classified into Pzan_electric power company, Pzan_solar cell, Pzan_fuel cell, and Pzan_wind power generation according to the name of the power supply source.

Therefore, the remaining power amount ZAN of the battery 14 is
ZAN = Ozan + Kzan + Tzan + Pzan
It is.

  The capacity of the battery 14 is fixed (for example, Vat). Therefore, the ratio of the remaining power amount ZAN to the battery capacity Vat can be expressed by 100 × Vat / ZAN [%]. In FIG. 1, the remaining power amount with respect to the battery capacity is 75%.

  The ratio of the remaining power amount of each energy source to the battery capacity Vat is “100 × Ozan / Vat [%]”, “100 × Kzan / Vat [%]”, “100 × Tzan / Vat [%]”, “ 100 × Pzan / Vat [%] ”.

  The power management ECU 15 can visually display the breakdown of the remaining power amount in FIG. 1 by displaying a block having a size corresponding to this value on the display 16. Further, as shown in the center of FIG. 1, when the remaining power amount of a certain energy source is enlarged and displayed, the power management ECU 15 enlarges each block so that the ratio of the remaining power amount of each energy source is maintained. To do.

  When displaying the breakdown of the remaining power amount, the power management ECU 15 displays the power generation cost for each energy source. This power generation cost means a running cost at the time of power generation, and does not include an initial cost. The running cost of the alternator 11 is determined by the gasoline cost (fuel cost), but the running cost of the regenerative brake 12 and the solar cell 13 is almost “zero”. Further, the power generation cost of Pzan is included in household power transmission / reception information (power cost information). In FIG. 1, the power generation costs of the regenerative brake 12 and the solar battery 13 are set to 0 [yen / kW] without distinction.

  Here, the running cost of the alternator 11 is calculated by multiplying the fuel consumed while generating the unit electric energy [for example, kWh] by the unit price. The unit price information of the fuel may be input to the information display device 100 by the driver or may be received from a server (not shown). Since the vehicle travels while generating the unit electric energy, not all of the fuel cost depends on the electric energy charged in the battery 14. Therefore, it is preferable to calculate the running cost by correcting the unit price with a constant and multiplying the unit price by the fuel consumed while generating the unit electric energy. The constant is “1” when the vehicle is stopped, or when the alternator 11 only generates power as in a series hybrid vehicle, and when the alternator 11 generates power as the engine runs, for example, the vehicle speed Accordingly, the constant is made smaller than “1”. In FIG. 1, the power generation cost of the alternator 11 is 100 [yen / kW].

  Moreover, the power generation cost of Pzan is different for each Pzan_electric power company, Pzan_solar cell, Pzan_fuel cell, and Pzan_wind power generation. In FIG. 1, assuming that only Pzan_electric power company is included in Pzan, the power generation cost of Pzan is 10 [yen / kW]. When Pzan includes two or more electric powers among Pzan_ electric power company, Pzan_ solar cell, Pzan_ fuel cell, and Pzan_ wind power generation, the power management ECU 15 acquires the Pzan_ electric power company acquired from the home management device 22 , Pzan_solar cell, Pzan_fuel cell, Pzan_wind power generation, the respective remaining power amount and power cost information are weighted and averaged to calculate the power generation cost of the entire Pzan.

  When the driver inputs a predetermined operation to the information display device 100, the power management ECU 15 enlarges and displays the remaining power amount block for each energy source. In FIG. 1, the remaining electric energy of each energy source of the solar cell 13, the regenerative brake 12, and the plug-in is displayed at the same time for explanation. Such a display may be possible.

  When Pzan includes two or more electric powers among Pzan_ electric power company, Pzan_ solar battery, Pzan_ fuel cell, and Pzan_ wind power generation, Pzan_ electric power company, Pzan_ solar battery, Pzan_fuel cell, Pzan_wind power generation, each remaining power amount can be displayed. Note that the power generation costs of Pzan_solar cells and Pzan_wind power generation are zero. The power generation cost of the Pzan_fuel cell is mainly a gas cost, but the power generation cost of the Pzan_fuel cell uses a value calculated by the home management device 22 from the unit price of the gas cost and the power generation amount.

  By displaying the remaining power amount of each energy source and the power generation cost in this way, the driver can know the energy source and power generation cost of the power that is currently consumed. When the air conditioner is operated by the power generated by the source, it can be motivated to turn off the air conditioner switch.

[Cost amortization information]
Next, cost amortization information for fuel efficiency improvement equipment will be described. In this embodiment, the cost amortization information is defined as “amount obtained from each energy source−initial cost”. Since the initial cost is fixed, the user has already registered the vehicle without purchasing it in the power management ECU 15 when purchasing the vehicle.

  For example, the initial cost of the regenerative brake 12 is estimated as several tens of percent of the price of the hybrid system. The initial cost of the solar cell 13 is the price of the manufacturer option or dealer option.

  For Pzan, the initial cost is clear individually. For example, although the initial cost is unnecessary for the Pzan_ electric power company, the cost of the socket on the vehicle side and the battery for plug-in that are necessarily required may be taken into consideration. The initial cost of Pzan_solar cells is the purchase price of a household solar cell system, the initial cost of Pzan_fuel cells is the purchase price of a household fuel cell system, and the initial cost of Pzan_wind power generation is the wind power generation for home use The purchase price of the system. Note that the solar cell system for home use, the fuel cell system for home use or the wind power generation system for home use may be expensive, and therefore, some of the purchase price may be determined as the initial cost for depreciation of the vehicle.

  The initial cost of each facility is registered by the user or manufacturer in the EEPROM of the power management ECU 15 or the like.

  The “money amount obtained from each energy source” is calculated as follows. The amount of money obtained from each energy source is calculated, for example, by comparing the traveling cost when traveling with the power having the highest running cost in the vehicle and the traveling cost when traveling with the electric power obtained from each energy source. This concept is effective for a vehicle equipped with an engine. Depending on the unit price of gasoline on the market and the unit price of household electricity, electricity costs are about 10 times higher than gasoline charges when traveling the same distance. Therefore, the engine having the highest running cost in the vehicle is the engine. For example, in the case of a hybrid vehicle and a plug-in hybrid vehicle, the travel cost when the engine travels is the highest. Therefore, the travel cost when the engine travels and the travel cost powered by the power of each energy source are compared. Is calculated.

  In the case of a series-type hybrid vehicle, since the engine does not travel, the power with the highest running cost in the vehicle is the travel cost when traveling by the electric power generated by the alternator 11.

  On the other hand, in the case of an electric vehicle, the power with the highest running cost is the case where the power from the plug-in is used as the power. However, in the case of an electric vehicle, the driver is often interested in the cost reduction effect of traveling only with electricity, so in the case of an electric vehicle as well, it is compared with the traveling cost of a vehicle powered by a general engine. It is preferable.

  From the above, the power management ECU 15 calculates “amount obtained from each energy source” as follows.

The power management ECU 15 monitors the power consumption and travel distance of the travel motor. According to the breakdown of the remaining power amount, the power management ECU 15 assumes that the remaining power amount is consumed in order from the part (block) with the lowest power cost, and the travel cost by motor travel = “power consumption [kW] × power cost [yen” / KW]] is calculated.
Tzan's running cost TzanCost is "power consumption [kW] x 0 [yen / kW]"
Kzan's running cost KzanCost is "power consumption [kW] x 0 [yen / kW]"
Pzan's travel cost PzanCost is "power consumption [kW] x 10 [yen / kW]"
Is calculated from Note that PzanCost is represented by classifying PzanCost_power company, PzanCost_solar cell, PzanCost_fuel cell, and PzanCost_wind power generation according to the name of the power supply source.

  The power management ECU 15 displays TzanCost, KzanCost, and PzanCost calculated for each cycle time on the display 16 as instantaneous fuel consumption. Further, the average fuel consumption is calculated from TzanCost, KzanCost, and PzanCost every time a predetermined distance is traveled. The average fuel consumption is constant unless the energy source of the remaining power is switched while traveling for a predetermined distance. When the energy source of the remaining power amount is switched, the power management ECU 15 calculates the average fuel consumption by dividing the total traveling cost of each energy source by the traveling distance.

  Then, the power management ECU 15 calculates the fuel consumption when the vehicle travels with the engine over the same travel distance. The fuel consumption is calculated from a model formula that defines the relationship between the fuel consumption and the travel distance. Note that the fuel consumption is calculated in association with the distinction of each energy source when the motor travels, in order to be compared later with the travel cost of power generation of each energy source. From the fuel consumption amount and the fuel unit price, the power management ECU 15 calculates a running cost Ecost = “fuel consumption [l] × fuel unit price [yen / l]” due to engine running.

  The power management ECU 15 accumulates and stores TzanCost, KzanCost, PzanCost, and Ecost. Since TzanCost, KzanCost, and PzanCost are the costs of running the motor, the amount of money obtained from each energy source can be determined from a comparison between each cost and Ecost. Moreover, the amount of money obtained by various facilities can be understood from the comparison of Ecost with the combination of TzanCost, KzanCost and PzanCost.

From the above, the amount of money obtained from each energy source is calculated as follows.
Amount obtained by solar cell 13 = Ecost−TzanCost
Amount obtained by regenerative brake 12 = Ecost-KzanCost
Amount obtained by plug-in = Ecost-PzanCost
Amount obtained from late-night power = Ecost-PzanCost_ Amount obtained from solar cell system for home of electric power company = Ecost-PzanCost_ Amount obtained from solar cell home fuel cell system = Ecost-PzanCost_ Fuel cell home wind power generation system Amount obtained by Ecost−PzanCost_Wind Power Generation Amount obtained by hybrid vehicle or plug-in hybrid vehicle = Ecost− (TzanCost + KzanCost + PzanCost)
Total amount obtained from electric vehicle = Ecost-(TzanCost + KzanCost + PzanCost)
The power management ECU 15 calculates cost amortization information by subtracting the initial cost from the amount obtained from each energy source. From the above, each cost amortization information is as follows.
Cost depreciation information of solar cell 13 = Ecost-TzanCost-Purchase price of solar cell 13 Cost depreciation information of regenerative brake 12 = Ecost-KzanCost-Initial cost plug-in cost depreciation information of regenerative brake 12 = Ecost-PzanCost- Cost amortization information by late-night power among the initial cost plug-ins = Ecost-PzanCost_ electric power company-Pzan_ Initial cost of electric power company Cost amortization information by household solar cell system = Ecost-PzanCost_ solar cell-home solar cell system Purchase price Cost amortization information by home fuel cell system = Ecost-PzanCost_Fuel cell-Purchase price of home fuel cell system Cost amortization information by home wind power generation system = Ecost-PzanCost_ Wind power generation-Home wind power generation system Purchase price Hybrid vehicle or plug-in hybrid vehicle cost amortization information = Ecost-(TzanCost + KzanC ost + PzanCost) −vehicle price Amount obtained from the entire electric vehicle = Ecost− (TzanCost + KzanCost + PzanCost) −vehicle price The power management ECU 15 can switch the cost amortization information on the display 16 according to the user's operation. Therefore, the driver can easily grasp how much is gained by each energy source or how much the initial cost recovery is progressing. For this reason, the user can keep the motivation to install various fuel efficiency improvement equipment until the next purchase of the vehicle or the installation of the option to the vehicle.

[Display of other saving costs]
In addition, the power management ECU 15 can display the saving cost by eco-driving. A traveling mode called an ECO mode may be mounted on the vehicle. The actual contents of the ECO mode vary depending on the vehicle. Generally, the ECO mode is a traveling mode that achieves low fuel consumption by suppressing the engine speed or throttle opening. When the ECO mode switch is turned on, the power management ECU 15 compares the original engine speed and fuel injection amount with the engine speed and fuel injection amount in the ECO mode, and the fuel consumption suppressed by the ECO mode. Estimate the amount. The power management ECU 15 multiplies the unit price by the fuel unit price to display the saving cost saved by the ECO mode on the display 16.

  Further, when the ECO mode means priority traveling only by the motor, the power management ECU 15 displays the difference between the traveling cost due to motor traveling and the traveling cost due to engine traveling on the display 16 as a saving cost. The method for calculating the saving cost is the same as, for example, “amount of money obtained from the entire hybrid vehicle or plug-in hybrid vehicle”.

  Further, the power management ECU 15 can display the saving cost due to turning off the air conditioner. The power management ECU 15 obtains the power consumption of the air conditioner from the air conditioner control ECU 19 periodically, for example, and multiplies the power cost based on the breakdown of the remaining power amount to calculate the rung cost of the air conditioner. Then, when the driver turns off the air conditioner, the power cost due to turning off the air conditioner is accumulated together with the elapsed time, thereby displaying it as a saving cost due to turning off the air conditioner.

  As described above, the information display apparatus 100 according to the present embodiment can grasp the cost of electric power currently consumed by the driver by displaying the power generation cost for each energy source diversified in the vehicle and the home. Further, by displaying the cost amortization information for each fuel efficiency improvement equipment, it is possible to easily grasp whether or not the introduction of the fuel efficiency improvement equipment has been obtained.

11 Alternator 12 Regenerative brake 13 Solar cell 14 Battery 15 Power management ECU
16 Display 22 Household management device 100 Information display device

Claims (1)

An information display device that displays a remaining power amount of a battery of a vehicle that travels using electric power as a power source, and displays a power generation cost of each power generation means that generates power of the remaining power amount,
An information display device characterized by that.

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