JP2020018154A - Load display system and vehicle equipped with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a load system capable of meeting an expectation of an occupant who wants to grasp a battery load, and a vehicle equipped with the load system. A battery 3 having a predetermined maximum discharge amount Im and capable of charging/discharging, a first sensor 4a for detecting the number of charging/discharging cycles N, and a temperature T of the battery 3 are detected. The second sensor 4b for detecting, the third sensor 4c for detecting the discharge amount I1 from the battery 3, and the discharge rate R1 (discharge amount I1/maximum discharge amount Im) of the battery 3 are calculated. , A control device (ECU 10) for deriving the battery load VL from a pre-stored map M and displaying it to the occupant based on the cycle number N, the temperature T and the discharge rate R1. [Selection diagram]

Description

  The present invention relates to a load display system and a vehicle equipped with the load display system.

  Patent Document 1 discloses a system in which when a battery load detected based on a current and a state of charge (SOC) of a battery and a temperature of a battery reaches a threshold, an operation of consuming regenerative power by an auxiliary machine is started. Has been described.

JP-A-2017-135860

  In Patent Document 1, the battery load is detected, but the battery load is used as a control parameter of the fuel cell system, and the battery load is displayed to the occupant instead of the battery load to be displayed to the occupant. No consideration was given in this regard.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a load display system and a vehicle equipped with the load display system, which can meet the occupant's expectation to grasp the battery load.

  A first aspect of the present invention that solves the above-mentioned problem has a battery that has a predetermined maximum discharge amount and is capable of charging and discharging, and a first sensor for detecting the number of charging and discharging cycles. Calculating a second sensor for detecting a temperature of the battery, a third sensor for detecting a discharge amount from the battery, and a discharge rate of the battery (the discharge amount / the maximum discharge amount). A control device that derives a battery load from a map stored in advance based on the number of cycles, the temperature, and the discharge rate and displays the battery load to an occupant.

  According to the first aspect, it is possible to meet the occupant's expectation of grasping the battery load.

  A second aspect of the present invention is the load display system according to the first aspect, wherein the map is a transition of the battery load according to the cycle number at a predetermined reference temperature and a predetermined reference discharge rate. And a load display system.

  In the second aspect, it is possible to meet the occupant's expectation of grasping the battery load.

A third aspect of the present invention is the load display system according to the second aspect, wherein the map includes a plurality of transitions for each of two or more different reference discharge rates. .

  In the third aspect, it is possible to meet the occupant's expectation of grasping the battery load.

A fourth aspect of the present invention is the load display system according to the third aspect, wherein the control device derives a temporary battery load from the map based on the number of cycles and the discharge rate, and The load display system derives the battery load by correcting the temporary battery load according to a difference between a temperature and the detected temperature.

  In the fourth aspect, it is possible to meet the occupant's expectation of grasping the battery load.

A fifth aspect of the present invention is the load display system according to the second aspect, wherein the map includes a plurality of the transitions for each of two or more different reference temperatures.

  In the fifth aspect, it is possible to meet the occupant's expectation of grasping the battery load.

In a sixth aspect, in the load display system according to the fifth aspect, the control device derives a temporary battery load from the map based on the cycle number and the temperature, and the reference discharge rate; The load display system derives the battery load by correcting the provisional battery load according to a difference between the detected discharge rate and the discharge rate.

  According to the sixth aspect, it is possible to meet the occupant's expectation of grasping the battery load.

A seventh aspect of the present invention is the load display system according to any one of the first aspect to the sixth aspect, wherein the control device is configured to display the load display system based on the driving time of the battery. A load display system for deriving the battery load and displaying the battery load to an occupant.

  In the seventh aspect, it is possible to meet the occupant's expectation of grasping the battery load.

  An eighth aspect of the present invention is the load display system according to any one of the first to seventh aspects, wherein the control device includes: a current value of the derived battery load; And a load display system for displaying at least one of the integrated value of the current value to an occupant.

  According to the eighth aspect, it is possible to meet the passenger's expectation of grasping the battery load.

  A ninth aspect of the present invention is the load display system according to any one of the first to eighth aspects, further comprising a fourth sensor for detecting a charge amount of the battery. The control device further calculates the charge rate of the battery (the charge amount / the maximum discharge amount) and, based on the number of cycles, the temperature, and the charge rate, determines a charging time based on a map stored in advance. A load display system for deriving the battery load and further displaying the battery load to an occupant.

  In the ninth aspect, it is possible to meet the occupant's expectation of grasping the battery load.

  Another aspect (tenth aspect) of the present invention that solves the above problems is a vehicle equipped with the load display system according to any one of the first to ninth aspects.

  In the tenth aspect, it is possible to meet the occupant's expectation of grasping the battery load.

  According to the present invention, it is possible to meet the occupant's expectation of grasping the battery load.

FIG. 1 is a diagram illustrating a configuration example of a vehicle according to a first embodiment. FIG. 1 is a block diagram illustrating a configuration example of a load display system according to a first embodiment. FIG. 3 is a diagram illustrating an example of control for deriving a battery load according to the first embodiment. FIG. 3 is a diagram showing an example of a display of a battery load according to the first embodiment. FIG. 9 is a diagram illustrating an example of control for deriving a battery load according to the second embodiment. The figure which shows an example of a display at the time of applying this invention to a plug-in hybrid electric vehicle (PHEV).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each drawing, the scale and shape of each component may be exaggerated for further clarity. In this specification, the discharge current amount is “discharge amount”, the discharge current rate is “discharge rate”, the charge current amount is “charge amount”, the charge current rate is “charge rate”, and the maximum discharge current amount is “ Maximum discharge amount ".

(Embodiment 1)
1A and 1B show a configuration example of a vehicle 1 according to the first embodiment. The vehicle 1 is an electric vehicle (EV) including a traveling motor 2 as a traveling drive source and a chargeable / dischargeable battery 3 (such as a lithium ion secondary battery). The traveling motor 2 is connected to the front wheels via a continuously variable transmission, a differential gear, and the like. The battery 3 is disposed on a floor panel of the vehicle 1 and is electrically connected to an electric system of the vehicle 1 including the traveling motor 2.

  For example, a current (discharge current) discharged from the battery 3 is supplied to the traveling motor 2 to drive the traveling motor 2, whereby the wheels rotate and the vehicle 1 travels. On the other hand, a current (charging current) is generated when the traveling motor 2 generates electric power in response to the rotation of the wheels, and is supplied to the battery 3 so that the battery 3 can be charged and a regenerative braking force can be obtained.

  Deterioration of the battery 3 leads to securing the safety of the vehicle 1 and reducing the mileage of the vehicle 1. If an excessive load continues on the battery 3, the battery is likely to deteriorate. The ease with which the deterioration of the battery 3 is promoted differs depending on the temperature of the battery 3, and there are a temperature region where the deterioration is easily promoted and a temperature region where the deterioration is hardly promoted. On the other hand, in the first embodiment, the load applied to the battery (battery load VL) can be derived and displayed to the occupant.

  The vehicle 1 is provided with various sensors 4 (see FIG. 2). The sensor 4 includes a first sensor 4a for detecting the number N of charge / discharge cycles of the battery 3. One cycle is obtained by charging and discharging the battery 3. By repeating the charging and discharging of the battery 3, the number of cycles N increases.

  The sensor 4 includes a second sensor 4b for detecting the temperature T of the battery 3. The temperature T changes according to the outside air temperature, the required torque, and the like. For example, the temperature T tends to increase as the outside air temperature increases. Also, as the required torque increases, the self-heating of the battery 3 increases, so that the temperature T tends to increase.

  Further, the sensor 4 includes a third sensor 4c for detecting the amount of discharge I1 from the battery 3. The discharge amount I1 changes according to power consumption. For example, the greater the depression amount of the accelerator pedal, the greater the driving force required of the traveling motor 2, so that the discharge amount I1 tends to increase.

  Note that the sensor 4 can include a fourth sensor 4d for detecting the amount of charge I2 to the battery 3. The charge amount I2 changes according to the amount of power generated by the traveling motor 2. For example, the larger the regenerative braking force is required, the larger the amount of power generated by the traveling motor 2 becomes.

  Since the sensor 4 includes the fourth sensor 4d, it is possible to derive a load applied to the battery 3 during charging (battery load VL during charging) in addition to a load applied to the battery 3 during discharging (battery load VL during discharging). Will be possible. In the first embodiment, the third sensor 4c also has the function of the fourth sensor 4d. However, the fourth sensor 4d may be provided separately from the third sensor 4c. Incidentally, if the battery load VL during charging is not derived, the fourth sensor 4d can be omitted.

  The values detected by these sensors 4 are transmitted to the control device (ECU 10), and are used for control for deriving the battery load VL and displaying it to the occupant. In addition, the sensor 4 may detect a correlation value of the target detection value instead of or together with the target detection value. For example, the second sensor 4b may detect the temperature around the battery 3 as the correlation value of the temperature T, and the third sensor 4c may detect the depression amount of the accelerator pedal as the correlation value of the discharge amount I1. You may do it.

  A predetermined display area 5 is provided on the dashboard of the vehicle 1. In display area 5, battery load VL derived by ECU 10 is displayed. By visualizing the battery load VL, the occupant can operate while taking into account the deterioration of the battery 3. The display area 5 is not limited to the dashboard, and may be arranged at a position where the occupant can view. The number and size of the display areas 5 are not limited as long as the effects of the present invention are not impaired.

  FIG. 2 is a block diagram illustrating a configuration example of a portion related to the load display system 15 mounted on the vehicle 1. The ECU 10 is mainly configured by a microcomputer having a known configuration, and each unit is realized by executing a program by the microcomputer. The ECU 10 includes a battery load display unit 11. The battery load display unit 11 constitutes a load display system 15 according to the first embodiment together with the battery 3, the first sensor 4a, the second sensor 4b, and the third sensor 4c.

  When the battery 3 is discharged, the battery load display unit 11 calculates a discharge rate R1 (discharge amount I1 / maximum discharge amount Im) of the battery 3 based on the discharge amount I1. Since the maximum discharge amount Im is a known value determined by the type and configuration of the battery 3, if the discharge amount I1 is obtained, the discharge rate R1 can be calculated.

  The map M includes, for example, a transition (increase tendency) of the battery load VL according to the cycle number N at a predetermined reference temperature Th and a predetermined reference discharge rate R1h. Such a transition can be obtained by a preliminary test. In particular, the map M according to the first embodiment includes a plurality of transitions for each of two or more different reference discharge rates R1h. The number of different reference discharge rates R1h is four here, and therefore map M includes four different transitions. However, the number of different reference discharge rates R1h is not limited to the above number.

  Here, the battery load display unit 11 derives the battery load VL from the map M based on the cycle number N, the temperature T, and the discharge rate R1, and displays the battery load VL to the occupant. Specifically, the battery load display unit 11 derives a temporary battery load vl from the map M based on the cycle number N and the discharge rate R1. Then, the battery load VL is derived by correcting the temporary battery load vl according to the difference ΔT between the reference temperature Th and the temperature T detected by the sensor 4.

  The reference temperature Th and the reference discharge rate R1h preferably have values within the range of the assumed maximum value and minimum value. For example, an average value during normal driving of the vehicle 1 may be selected. According to this, the difference between the reference temperature Th or the reference discharge rate R1h and the temperature T or the discharge rate R1 detected by the sensor 4 becomes small, and it becomes easy to accurately derive the battery load VL.

  When deriving the battery load VL, the battery load display unit 11 displays this in the display area 5. The display mode is not limited. However, it is preferable to display at least the magnitude of the battery load VL in a manner that is easy for the occupant to understand intuitively.

  FIGS. 3A and 3B show an example of control for deriving the battery load VL. As described above, the map M includes four different reference discharge rates R1h (from the largest value, the first reference discharge rate R1h1, the second reference discharge rate R1h2, the third reference discharge rate R1h3, and the same reference temperature Th). The four different transitions according to the fourth reference discharge rate R1h4) are included. As the reference discharge rate R1h increases, a larger current is discharged from the battery 3, so that the rate of increase of the battery load VL according to the cycle number N also increases.

  When the discharge rate R1 is calculated, it is determined which of the four different first reference discharge rates R1h1 to fourth reference discharge rates R1h4 is closest to the discharge rate R1 in the cycle number N at that time. In the example of FIG. 3A, since the discharge rate R1 is closest to the second reference discharge rate R1h2, a value obtained by applying the transition at the second reference discharge rate R1h2 to the number of cycles N at that time is used as a provisional value. It is derived as the battery load vl.

  Then, as shown in FIG. 3B, the temporary battery load vl is offset-corrected according to the difference ΔT between the reference temperature Th and the detected temperature T. For example, when the temperature T is lower than the reference temperature Th, the temporary battery load vl is reduced by the difference ΔT. If the temperature T is higher than the reference temperature Th, the temporary battery load vl is increased by the difference ΔT. The battery load vl after such offset correction is derived as a true battery load VL. If the temperature T matches the reference temperature Th, the temporary battery load vl is derived as a true battery load VL.

  Based on the same kind of map and technique as described above, the ECU 10 can derive and display the battery load VL during charging when the battery 3 is charged. When the battery 3 is charged, the battery load display unit 11 calculates a charging rate R2 (charging amount I2 / maximum discharging amount Im) of the battery 3 based on the charging amount I2. The map M includes, for example, a transition (increase tendency) of the battery load VL according to the cycle number N at a predetermined reference temperature Th and a predetermined reference charging rate R2h. In particular, the map M includes a plurality of transitions for each of two or more different reference charging rates R2h. The number of different reference charging rates R2h is four here, and thus the map M includes four different transitions. However, the number of different reference charging rates R2h is not limited to the above number.

  Although not shown, when the charging rate R2 is calculated, it is determined to which of the four different first reference charging rates R2h1 to fourth reference charging rates R2h4 the charging rate R2 is at the cycle number N at that time. judge. Next, using the transition at the closest reference charging rate R2h, a value obtained by applying the number of cycles N at that time is used to derive a temporary battery load vl (temporary battery load vl during charging). Then, the battery load vl after the offset correction according to the difference ΔT is derived as the true battery load VL (the true battery load VL at the time of charging).

  FIGS. 4A and 4B show an example of display of the battery load VL. 4A and 4B are analog displays using a tachometer. This shows that the battery load VL increases as the rotation amount of the meter hand when starting from the zero scale increases. When the battery 3 is discharged, the magnitude of the battery load VL depends on the amount of rotation in the clockwise direction from the zero scale. When the battery 3 is charged, the magnitude of the battery load VL depends on the amount of rotation in the counterclockwise direction from the zero scale. Will be displayed respectively.

  In FIG. 4A, a region where the battery load VL is small is a LESS region, and a region where the battery load VL is large is a LARGE region, and the colors of the regions are different from each other. The upper circle of the tachometer is a LESS area and a LARGE area for displaying the battery load VL at the time of discharging, and the lower circle of the tachometer is a CHARGE area for displaying the battery load VL at the time of charging.

  In FIG. 4B, a MIDDLE area is provided between the LESS area and the LARGE area, and the colors of each area are different. A Low-MIDDLE region may be provided between the LESS region and the MIDDLE region, or a High-MIDDLE region may be provided between the MIDDLE region and the LARGE region. By providing some regions as shown in FIGS. 4A and 4B, the occupant can easily drive the vehicle while considering the deterioration of the battery 3.

  Here, in addition to displaying the current value of the battery load VL as shown in FIGS. 4A and 4B, the integrated value of the current value may be displayed using a tachometer or the like. Displaying such an integrated value makes it easier for the occupant to intuitively understand the total amount of the battery load. If the total amount of the battery load can be easily understood intuitively, the occupant can more easily drive the vehicle in consideration of the deterioration of the battery 3, and can also be a guide for the timing of replacement of the battery 3.

  The display format of the battery load is not limited, and is not limited to the tachometer using the meter needle, and may be a digital display using numerical values. If the battery load VL during charging is not displayed, the CHARGE region can be omitted.

  As described above, according to the load display system 15 according to the first embodiment and the vehicle 1 equipped with the load display system 15, it is possible to meet the occupant's expectation of grasping the battery load VL. In particular, according to the first embodiment, both the battery load VL at the time of discharging and the battery load VL at the time of charging can be derived, and both can be displayed to the occupant.

  The mode of deriving the battery load VL from the map M is not limited to the mode of the first embodiment, but can also be realized by the mode of the second embodiment described below.

(Embodiment 2)
The map Ma according to the second embodiment includes a plurality of transitions for each of two or more different reference temperatures Th. The number of different reference temperatures Th is four here, and therefore the map Ma includes four different transitions. However, the number of different reference temperatures Th is not limited to the above number.

  The battery load display unit according to the second embodiment derives a temporary battery load vl from the map Ma based on the cycle number N and the temperature T. Then, the battery load VL is derived by correcting the temporary battery load vl according to the difference ΔR between the reference discharge rate R1h and the discharge rate R1 detected by the sensor 4.

  FIGS. 5A and 5B show an example of control for deriving the battery load VL. As described above, the map Ma includes four different reference temperatures Th (in ascending order, the first reference temperature Th1, the second reference temperature Th2, the third reference temperature Th3, and the fourth reference temperature) while maintaining the same reference discharge rate R1h. The transition of the battery load VL according to the temperature Th4) is included. As the reference temperature Th increases, battery deterioration is further promoted (the rate of increase of the battery load VL according to the cycle number N increases).

  When the temperature T is detected, it is determined which of the four different first reference temperatures Th1 to Th4 is the closest to the temperature T in the cycle number N at that time. In the example of FIG. 5A, since the temperature T is closest to the second reference temperature Th2, the value obtained by applying the transition at the second reference temperature Th2 and applying the cycle number N at that time is used as the temporary battery load vl. Is derived as

  Then, as shown in FIG. 5B, the temporary battery load vl is offset-corrected according to the difference ΔR between the reference discharge rate R1h and the calculated discharge rate R1. For example, when the discharge rate R1 is smaller than the reference discharge rate R1h, the provisional battery load vl is reduced by the difference ΔR. If the discharge rate R1 is larger than the reference discharge rate R1h, the provisional battery load vl is increased by the difference ΔR. The battery load vl after such offset correction is derived as a true battery load VL. When the discharge rate R1 matches the reference discharge rate R1h, the provisional battery load v1 is derived as the true battery load VL.

  Based on the same kind of map and method as described above, the ECU can derive and display the battery load VL during charging when charging the battery 3. The map Ma includes a plurality of transitions for each of two or more different reference temperatures Th. The number of different reference temperatures Th is four here, and therefore the map Ma includes four different transitions. However, the number of different reference temperatures Th is not limited to the above number.

  Although not shown, when the temperature T is detected, it is determined which of the four different first reference temperatures Th1 to Th4 is closest to the temperature T in the cycle number N at that time. Next, using the transition at the closest reference temperature Th, a value obtained by applying the number of cycles N at that time is derived as a temporary battery load vl (temporary battery load vl during charging). When the charging rate R2 is smaller than the reference charging rate R2h, the temporary battery load vl is reduced according to the difference ΔR. When the charging rate R2 detected by the sensor 4 is larger than the reference charging rate R2h, the temporary battery load vl is increased according to the difference ΔR. The battery load vl after such offset correction is derived as a true battery load VL (battery load VL during charging).

(Other embodiments)
The load display system according to the first and second embodiments and the vehicle equipped with the same have been described above. Embodiments 1 and 2 are aspects of the present invention, and can be modified within the scope of the present invention.

  For example, the battery load display unit 11 may derive the battery load VL based on the driving time of the battery 3 and display it to the occupant. Since the battery 3 deteriorates with time as the driving time of the battery 3 increases, it is possible to perform correction to increase or decrease the number N of detected cycles in accordance with the driving time of the battery 3. Based on the driving time of the battery 3, the battery load VL can be more accurately derived.

  Since the battery 3 is also mounted on a plug-in hybrid electric vehicle (PHEV) having the driving motor 2 and the engine as driving power sources, the present invention is applicable to such a plug-in hybrid electric vehicle. is there.

  Here, a further effect when the present invention is applied to a plug-in hybrid electric vehicle will be described. First, as a traveling mode of the plug-in hybrid electric vehicle, an EV mode in which the engine is stopped and the vehicle travels by the power of the traveling motor 2, and the power of the traveling motor 2 while the traveling motor 2 is operated by the engine power. And a parallel mode in which the vehicle travels with the power of both the engine and the traveling motor 2.

  FIGS. 6A to 6C show examples of display when the present invention is applied to a plug-in hybrid electric vehicle. The display area 5 is the same as that described in the first and second embodiments.

  As shown in FIG. 6A, in the EV mode, electric power is supplied from the battery 3 during traveling, and electric power is stored in the battery 3 during regenerative control. Therefore, during traveling, the meter hand moves along the upper circle of the tachometer (solid line in the figure), and during regeneration control, the meter hand moves along the lower circle of the tachometer (dotted line in the figure).

  As shown in FIG. 6B, in the series mode, electric power is supplied from the battery 3 during traveling. Therefore, during traveling, in addition to the meter needle moving in the upper circle of the tachometer, if the amount of power generated by the engine exceeds the power consumption, the lower circle of the The needle changes (solid line in the figure). On the other hand, during regenerative control, the meter hand moves along the lower circle of the tachometer (dotted line in the figure).

  As shown in FIG. 6C, in the parallel mode, a part of the output from the engine is used for charging the battery 3, so that the meter hand moves along the lower circle of the tachometer even during traveling ( Solid line in the figure). Similarly, at the time of regenerative control, the meter hand moves along the lower circle of the tachometer (dotted line in the figure). By checking the state of the battery load VL together with the driving state of the vehicle (whether the vehicle is running, whether regenerative control occurs during deceleration or the like, and the like), what mode the vehicle is running in is confirmed. Can be determined. In consideration of such a traveling mode, the occupant can easily drive the vehicle while taking the deterioration of the battery 3 into consideration.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Running motor 3 Battery 4 Sensor 4a 1st sensor 4b 2nd sensor 4c 3rd sensor 4d 4th sensor 5 Display area 10 Control device (ECU)
11 Battery load display section 15 Load display system I1 Discharge amount R1 Discharge rate R1h Reference discharge rate I2 Charge amount R2 Charge rate R2h Reference charge rate Im Maximum discharge amount N Cycle number T Temperature Th Reference temperature VL Battery load v1 Temporary battery load

Claims (10)

A battery having a predetermined maximum discharge amount and capable of being charged and discharged;
A first sensor for detecting the number of charge / discharge cycles;
A second sensor for detecting a temperature of the battery;
A third sensor for detecting an amount of discharge from the battery;
Calculating a discharge rate of the battery (the discharge amount / the maximum discharge amount), and based on the number of cycles, the temperature, and the discharge rate, derives a battery load from a map stored in advance and displays the battery load on an occupant; A control device;
A load display system comprising: The load display system according to claim 1, wherein
The map is
At a predetermined reference temperature and a predetermined reference discharge rate, including a transition of the battery load according to the number of cycles,
Load display system. The load display system according to claim 2, wherein
The map includes, for each of the two or more different reference discharge rates, a plurality of the transitions,
Load display system. The load display system according to claim 3, wherein
The control device includes:
Deriving a temporary battery load from the map based on the cycle number and the discharge rate,
Deriving the battery load by correcting the temporary battery load according to the difference between the reference temperature and the detected temperature,
Load display system. The load display system according to claim 2, wherein
The map includes a plurality of the transitions for each of the two or more different reference temperatures.
Load display system. The load display system according to claim 5, wherein
The control device includes:
Deriving a temporary battery load from the map based on the cycle number and the temperature,
Deriving the battery load by correcting the temporary battery load according to the difference between the reference discharge rate and the detected discharge rate,
Load display system. The load display system according to any one of claims 1 to 6, wherein:
The control device includes:
Based on the driving time of the battery, derive the battery load from the map and display it to the occupant,
Load display system. The load display system according to any one of claims 1 to 7, wherein:
The control device includes:
Displaying at least one of a current value of the derived battery load and an integrated value of the current value to an occupant,
Load display system. The load display system according to any one of claims 1 to 8, wherein:
A fourth sensor for detecting an amount of charge to the battery,
The control device includes:
The battery charge rate (the charge amount / the maximum discharge amount) of the battery is further calculated, and the battery load at the time of charge is derived from a map stored in advance based on the number of cycles, the temperature, and the charge rate. Display further to the crew,
Load display system. A load display system according to any one of claims 1 to 9,
vehicle.