JP7615985B2 - Electric Vehicles - Google Patents

Description

The present invention relates to electric vehicles, and more specifically to electric vehicles that run on a motor powered by a battery.

A conventional technology of this type has been proposed that prevents electric vehicles that need to be charged before reaching a destination from stopping due to a lack of power by guiding them to an appropriate charging station (see, for example, Patent Document 1). With this technology, a specific electric vehicle that needs to be charged to reach a destination from a current location is detected based on specific electric vehicle information acquired from each electric vehicle. Next, a specific charging station that can be used by the specific electric vehicle is detected based on specific charging station information among multiple charging stations and specific electric vehicle information related to the specific electric vehicle, and a specific route that guides the specific electric vehicle to the specific charging station is detected. Then, the specific guidance information including the specific route is transmitted to the specific electric vehicle.

International Publication No. 2014/033944

However, with the above technology, electric vehicles that may be running out of power may end up waiting in long queues at charging points. Because many vehicles are parked in congested sections or nearby areas, when there is a high proportion of electric vehicles in those sections, some electric vehicles may run out of power. If the nearest charging point is suggested to such electric vehicles to prevent them from running out of power, many electric vehicles that may be running out of power will be suggested to charging points in or near the congested sections, and so electric vehicles that are close to running out of power will concentrate at those charging points, resulting in long queues for charging.

The main purpose of the electric vehicle of the present invention is to suggest charging points more appropriately when congestion occurs.

The electric vehicle of the present invention employs the following means to achieve the above-mentioned main objective.

The electric vehicle of the present invention is
A motor that outputs a driving force for traveling;
a battery for supplying power to the motor;
A traffic information acquisition device for acquiring traffic information including congestion;
A control device for managing the state of the battery;
An electric vehicle comprising:
When a congested section is included on the travel route based on the traffic information acquired by the traffic information acquisition device, the control device preferentially suggests charging at a charging point outside a predetermined distance range from the congested section among charging points within a range reachable based on the remaining capacity of the battery, over charging at a charging point within the predetermined distance range from the congested section.
It is characterized by:

In the electric vehicle of the present invention, when a congestion section is included on the driving route based on the traffic information acquired by the traffic information acquisition device, charging at charging points within a range reachable based on the remaining battery capacity that are outside a predetermined distance range from the congestion section is suggested in preference to charging at charging points within a predetermined distance range from the congestion section. This makes it possible to avoid charging at charging points that are expected to have a long waiting time for charging within the congestion section and within a predetermined distance range from the congestion section. Since charging points within a range reachable based on the remaining battery capacity are suggested, it is possible to avoid running out of battery. As a result, charging points can be suggested more appropriately when congestion occurs. Here, when a destination is set, the driving route corresponds to the route from the current location to the destination, and when a destination is not set, it also corresponds to a route within a certain range (e.g., 30 km or 50 km) including right and left turns in the direction of travel of the vehicle. In addition, charging points outside a predetermined distance range from the congestion section include charging points that are a predetermined distance or more before the congestion section and also charging points that are a predetermined distance or more away after passing through the congestion section.

In the electric vehicle of the present invention, the control device may suggest charging at a charging point just before the congested section when it determines based on the remaining capacity of the battery that the vehicle cannot pass through the congested section with a predetermined margin, and may suggest charging at a charging point after passing through the congested section when it determines based on the remaining capacity of the battery that the vehicle can pass through the congested section with the predetermined margin. This makes it possible to more reliably avoid running out of power in the congested section and to avoid unnecessary charging just before the congested section.

In the electric vehicle of the present invention, the control device may be configured to suggest charging at the charging point when congestion is detected based on traffic information acquired by the traffic information acquisition device. In this way, it is possible to suggest charging at a charging point with relatively few users that is located before the congestion section.

In the electric vehicle of the present invention, the control device may be configured to suggest charging at a charging point when the remaining capacity of the battery reaches a first capacity or less when congestion cannot be detected based on the traffic information acquired by the traffic information acquisition device, and to suggest charging at a charging point when the remaining capacity of the battery reaches a second capacity or less that is larger than the first capacity when congestion is detected based on the traffic information acquired by the traffic information acquisition device. In this way, charging can be suggested earlier when congestion is detected compared to when congestion cannot be detected, making it possible to more reliably avoid running out of battery.

1 is a block diagram showing an example of the configuration of an electric vehicle 20 according to an embodiment of the present invention, with a main electronic control unit 30 as the central block. 4 is a flowchart showing an example of a charging point suggestion process executed by a main electronic control unit 30. FIG. 11 is an explanatory diagram illustrating an example of a state in which charging at a charging point is suggested by the center display 72 when the remaining capacity E (SOC) is less than the sum of the electric energy Ejam and the electric energy α. FIG. 11 is an explanatory diagram illustrating an example of a state in which charging at a charging point is suggested by the center display 72 when the remaining capacity E (SOC) is equal to or greater than the sum of the electric energy Ejam and the electric energy α. 13 is a flowchart showing an example of a charging point suggestion process according to a modified example.

Next, we will explain how to implement the present invention using examples.

Figure 1 is a block diagram showing an example of the configuration of an electric vehicle 20 according to an embodiment of the present invention, with a main electronic control unit (hereinafter referred to as the main ECU) 30 at the center. As shown in the figure, the electric vehicle 20 of the embodiment is equipped with a drive motor 62 that outputs drive force to drive wheels (not shown), and a drive electronic control unit (hereinafter referred to as the drive ECU) 60 for driving and controlling the drive of the drive motor 62.

The drive motor 62 may be, for example, a synchronous generator motor. The drive ECU 60 is configured as a microcomputer with a CPU at its core (not shown), and in addition to the CPU, it is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The drive ECU 60 controls the drive of the drive motor 62 based on a drive control signal from the main ECU 30.

In the electric vehicle 20 of the embodiment, in addition to the drive motor 62 and drive ECU 60, an ignition switch 32, a shift position sensor 34, an accelerator position sensor 36, a brake position sensor 38, a vehicle speed sensor 40, an acceleration sensor 42, a gradient sensor 44, a yaw rate sensor 46, an automatic driving switch 48, an active cruise control switch (hereinafter referred to as an ACC switch) 50, a surrounding recognition electronic control unit (hereinafter referred to as a surrounding recognition ECU) 52, a surrounding recognition device 53, a battery electronic control unit (hereinafter referred to as a battery ECU) 54, a battery 55, an air conditioning device electronic control unit (hereinafter referred to as an air conditioning ECU) 56, an air conditioning device 58, a brake electronic control unit (hereinafter referred to as a brake ECU) 64, a brake device 66, a steering electronic control unit (hereinafter referred to as a steering ECU) 68, a steering device 70, a center display 72, a head-up display 74, a meter 76, a GPS (Global Positioning System, Global Positioning System It is equipped with a satellite 78, a navigation system 80, a DCM (Data Communication Module) 86, etc.

The shift position sensor 34 detects the position of the shift lever. The accelerator position sensor 36 detects the accelerator opening according to the amount of depression of the accelerator pedal by the driver. The brake position sensor 38 detects the brake position according to the amount of depression of the brake pedal by the driver.

The vehicle speed sensor 30 detects the vehicle speed based on the wheel speed, etc. The acceleration sensor 28 detects, for example, the acceleration in the front-rear direction of the vehicle. The gradient sensor 44 detects the road surface gradient. The yaw rate sensor 46 detects the lateral acceleration (yaw rate) in the left-right direction due to turning motion.

The automatic driving switch 48 is a switch for selecting whether or not to perform automatic driving as one of the driving assistance controls. The ACC switch 50 is a switch for selecting whether or not to perform active cruise control as one of the driving assistance devices. The automatic driving switch 48 and the ACC switch 50 are attached to the steering wheel or the installation panel in front of the driver's seat or in their vicinity. The automatic driving switch 48 and the ACC switch 50 also serve as switches for various settings such as setting the distance from the vehicle ahead and setting the vehicle speed.

Although not shown, the surrounding recognition ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. Information about the vehicle and its surroundings from the surrounding recognition device 53 (e.g., vehicle distances D1, D2 between the vehicle and other vehicles in front and behind the vehicle, the vehicle speed of other vehicles, the vehicle's driving position in the lane on the road surface, etc.) is input to the surrounding recognition ECU 52 via the input port. Examples of the surrounding recognition device 54 include a front camera, a rear camera, a millimeter wave radar, a quasi-millimeter wave radar, an infrared laser radar, and a sonar.

Although not shown, the battery ECU 54 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it is equipped with a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. The battery ECU 54 receives the battery voltage Vb from a voltage sensor (not shown) attached to the output terminal of the battery 55, the battery current Ib from a current sensor (not shown), the battery temperature Tb from a temperature sensor (not shown) attached to the battery 55, and the like via the input port. The battery ECU 54 calculates the power storage rate SOC and the input/output limits Win, Wout, etc. based on the battery voltage Vb, battery current Ib, etc.

The air conditioner ECU 56 is configured as a microcomputer centered around a CPU (not shown), and in addition to the CPU, it is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The air conditioner ECU 56 is incorporated in an air conditioner 58 that conditions the passenger compartment, and drives and controls the air conditioner compressor in the air conditioner so that the temperature in the passenger compartment becomes the set temperature.

The brake ECU 64 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU, it is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The brake ECU 64 drives and controls a well-known hydraulically driven brake device 66. The brake device 66 is configured to be able to perform braking force caused by the brake depression force applied by depressing the brake pedal and braking force caused by hydraulic pressure adjustment.

The steering ECU 68 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU, it is equipped with ROM, RAM, flash memory, input ports, output ports, communication ports, etc. The steering ECU 68 drives and controls the actuator of the steering device 28, which is mechanically connected to a steering wheel (not shown) and the drive wheels via a steering shaft. The steering device 28 steers the drive wheels based on the driver's steering operation, and steers the drive wheels by driving the actuator by the steering ECU 68 based on a steering control signal from the main electronic control unit 30.

The center display 72 is located in the center in front of the driver's seat and passenger seat, and also functions as a touch panel to execute various vehicle settings and audio and media applications, and also functions as the display unit 84 of the navigation system to perform map navigation. The center display 72 is equipped with speakers, etc.

The head-up display 74 provides the driver with an image (as if it were an image of a point at infinity) on the windshield, such as displaying the speed or navigation guide. The meter 76 is built into an installation panel in front of the driver's seat, for example.

GPS78 is a device that detects the vehicle's position based on signals transmitted from multiple GPS satellites.

The navigation system 80 is a system that guides the vehicle to a set destination, and includes map information 82 and a display unit 84. The navigation system 80 communicates with the traffic information management center 100 via a DCM (Data Communication Module) 86, and acquires road traffic information and, as necessary, acquires map information to update the map information 82. When a destination is set, the navigation system 80 sets a route based on the destination information, current location information (current vehicle position) acquired by the GPS 78, and the map information 82.

The DCM (Data Communication Module) 86 transmits information about the vehicle to the traffic information management center 100, and receives information about other vehicles and road traffic information from the traffic information management center 100. Examples of the information about the vehicle include the vehicle's specifications, current location, vehicle speed, running power, and running mode. Examples of the information about other vehicles include the vehicle's specifications, current location, vehicle speed, running power, and running mode, as well as the vehicle's information. The specifications of the vehicle and other vehicles include vehicle type (electric vehicle, hybrid vehicle, fuel cell vehicle, etc.) and size (vehicle length, vehicle width, vehicle height). Examples of road traffic information include information about current and future traffic jams (including information about the start and end points of traffic jams), information about accidents, information about fallen objects, information about road surface conditions (including information about whether the road is slippery), information about traffic regulations, information about weather, information about maps, and information about other vehicles between the location of a traffic jam, accident, fallen object, or other obstacle that impedes traffic and the vehicle. Note that the traffic information management center 100 does not obtain information from all vehicles traveling on the roads, but only from vehicles of users who have devices capable of communicating with the traffic information management center 100 and who have signed a contract to send and receive vehicle information and road traffic information with the traffic information management center 100. Road traffic information is generated based on information obtained from various sensors and cameras installed on the roads, weather information, past traffic information, and information obtained from vehicles currently traveling. The DCM 86 communicates with the traffic information management center 100 on request or at predetermined intervals (for example, every 30 seconds, every minute, every two minutes, etc.).

The main electronic control unit 30 is configured as a microcomputer centered on a CPU (not shown), and in addition to the CPU, includes a ROM, a RAM, a flash memory, an input port, an output port, a communication port, and the like. Various signals are input to the main electronic control unit 30 through the input port. Examples of information input through the input port include an ignition switch signal from the ignition switch 32, a shift position from the shift position sensor 34, an accelerator opening from the accelerator position sensor 36, and a brake position from the brake position sensor 38. Examples of information input through the input port include a vehicle speed V from the vehicle speed sensor 40, an acceleration from the acceleration sensor 42, a gradient from the gradient sensor 44, and a yaw rate from the yaw rate sensor 46. Examples of information input through the input port include an automatic driving instruction signal from the automatic driving switch 48 and an ACC instruction signal from the ACC switch 50. Various signals are output from the main electronic control unit 30 through the output port. Examples of information output through the output port include a display control signal to the center display 72, a display control signal to the head-up display 74, and a display signal to the meter 76.

The main electronic control unit 30 communicates with the surrounding recognition ECU 52, air conditioner ECU 56, drive UEC 60, brake UEC 64, steering ECU 68, and navigation system 80 to exchange various types of information.

The main electronic control unit 30 sets the required driving force and required power based on the accelerator opening from the accelerator position sensor 36 and the vehicle speed from the vehicle speed sensor 40, and sends a drive control signal to the drive ECU 60 so that the required driving force and required power are output from the drive motor 62 to the vehicle.

Next, the operation of the electric vehicle 20 thus configured will be described, particularly when congestion occurs on the driving route. When a destination is set, the driving route corresponds to the route from the current location to the destination, and when a destination is not set, the route corresponds to a certain range (e.g., 30 km or 50 km) including right and left turns in the direction of travel of the vehicle. Figure 2 is a flowchart showing an example of the charging point suggestion process executed by the main electronic control unit 30.

When the charging point suggestion process is executed, the main electronic control unit 30 first receives road traffic information and other vehicle information on the driving route from the traffic information management center 100 via the DCM 86 (step S100). Next, based on the received road traffic information, it is determined whether or not congestion has occurred on the driving route (step S110). When it is determined that congestion has not occurred on the driving route, it is determined whether or not the charge rate SOC of the battery 55 is less than the threshold value S1 (step S120). When it is determined that the charge rate SOC of the battery 55 is less than the threshold value S1, the nearest charge point on the driving route is displayed on the center display 72 and charging is suggested (step S130), and this process is terminated. Here, it is preferable to use a charge rate that allows the vehicle to travel a distance sufficiently longer than the average distance between recent charge points as the threshold value S1. On the other hand, when the charge rate SOC of the battery 55 is equal to or greater than the threshold value S1 in step S20, it is determined that charging of the battery 55 is unnecessary, and this process is terminated without suggesting a charge point.

When it is determined in step S110 that congestion has occurred on the travel route, the amount of power Ejam required to pass the congested section is calculated (step S140), and it is determined whether the remaining capacity E (SOC), which is the amount of power obtained based on the charge ratio SOC of the battery 55, is less than the amount of power Ejam required to pass the congested section plus the amount of power α sufficient to travel a predetermined distance (step S150). Here, the amount of power Ejam can be calculated by multiplying the amount of power per unit distance required for travel in a traffic jam by the distance of the congested section. The amount of power per unit distance required for travel in a traffic jam can be determined in advance by experiments, etc. In addition, the predetermined distance can be 5 km, 10 km, etc. If it is determined that the remaining capacity E (SOC) is less than the sum of the electric energy Ejam and the electric energy α, charging at a charging point that is a predetermined distance or more before the congested section is suggested (step S160), and if it is determined that the remaining capacity E (SOC) is equal to or greater than the sum of the electric energy Ejam and the electric energy α, charging at a charging point that is a predetermined distance or more ahead of the congested section is suggested (step S170), and this process ends.

3 is an explanatory diagram illustrating an example of a state in which the center display 72 suggests charging at a charging point when the remaining capacity E (SOC) is less than the sum of the electric energy Ejam and the electric energy α. FIG. 4 is an explanatory diagram illustrating an example of a state in which the center display 72 suggests charging at a charging point when the remaining capacity E (SOC) is equal to or greater than the sum of the electric energy Ejam and the electric energy α. In FIGS. 3 and 4, the arrowhead surrounded by a dashed circle is the vehicle mark 110, the thick solid line (e.g., a thick red solid line) on the road ahead of the vehicle mark 110 in the traveling direction is the congestion section 120, and the star mark (e.g., flashing green) between the vehicle 110 and the congestion display 120 is the charging point 122. In these examples, the center display 72 displays the suggested charging point 122 using a star mark along with map information of the surrounding area including the vehicle 110, and a message saying "We suggest charging at this charging point" near the proposed charging point 122.

In the electric vehicle 20 of the embodiment described above, when it is determined based on the received road traffic information that a traffic jam exists on the travel route, the amount of power Ejam required to pass the traffic jam section is calculated, and it is determined whether the remaining capacity E (SOC) obtained based on the charge ratio SOC of the battery 55 is less than the amount of power Ejam required to pass the traffic jam section plus the amount of power α sufficient to travel a predetermined distance. When it is determined that the remaining capacity E (SOC) is less than the sum of the amount of power Ejam and the amount of power α, it proposes charging at a charging point that is a predetermined distance or more before the traffic jam section, and when it is determined that the remaining capacity E (SOC) is equal to or greater than the sum of the amount of power Ejam and the amount of power α, it proposes charging at a charging point that is a predetermined distance or more before the traffic jam section. In other words, it proposes charging at a charging point that is a predetermined distance or more before the traffic jam section or at a charging point that is a predetermined distance or more after the traffic jam section. This makes it possible to avoid charging at a charging point that is expected to have a long waiting time for charging within the traffic jam section and within a predetermined distance from the traffic jam section. Of course, because the charging points are suggested within a range that can be reached based on the remaining capacity E (SOC) of the battery 55, it is possible to avoid running out of power. As a result, it is possible to suggest charging points more appropriately when congestion occurs.

In the electric vehicle 20 of the embodiment, when it is determined that congestion exists in the received road traffic information, it immediately suggests charging at a charging point that is a predetermined distance or more before the congestion section, or at a charging point that is a predetermined distance or more ahead of the congestion section. This makes it possible to suggest charging at a charging point that is relatively less frequented and is before the congestion section.

In the electric vehicle 20 of the embodiment, when it is determined based on the received road traffic information that congestion exists on the driving route, charging at a charging point that is a predetermined distance or more before the congestion section or charging at a charging point that is a predetermined distance or more ahead of the congestion section is immediately proposed. However, when the charge rate SOC of the battery 55 becomes less than the threshold value S2, charging at a charging point that is a predetermined distance or more before the congestion section or charging at a charging point that is a predetermined distance or more ahead of the congestion section may be proposed. In this case, the charge point proposal process of FIG. 5 may be executed instead of the charge point proposal process of FIG. 2. In the charge point proposal process of FIG. 5, when it is determined in step S110 that congestion exists on the driving route or congestion exists, it is determined whether the charge rate SOC of the battery 55 is less than the threshold value S2 (step S135). The threshold value S2 may be a value greater than the threshold value S1. When it is determined that the charge rate SOC of the battery 55 is equal to or greater than the threshold value S2, this process is terminated without proposing charging at the charge point. On the other hand, when it is determined in step S135 that the storage percentage SOC of the battery 55 is less than the threshold value S2, the process of steps S140 to S170 is executed to suggest charging at a charging point that is a predetermined distance or more before the congested section, or charging at a charging point that is a predetermined distance or more beyond the congested section, and this process ends. In this way, by not suggesting charging at a charging point when the storage percentage SOC of the battery 55 is equal to or greater than the threshold value S2, charging at unnecessary charging points can be avoided.

In the electric vehicle 20 of the embodiment, each device is controlled by multiple electronic control units such as the main electronic control unit 30, the surrounding recognition ECU 52, the battery ECU 54, the drive ECU 60, the brake ECU 64, and the steering ECU 68. However, each device may be controlled by a single electronic control unit, or each device may be controlled by multiple electronic control units that serve some of the functions of these units.

The following explains the relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem. In the embodiment, the drive motor 64 corresponds to the "motor", the battery 55 corresponds to the "battery", the main electronic control unit 30, the navigation system 80, and the DCM 86 correspond to the "traffic information acquisition device", and the main electronic control unit 30 corresponds to the "control device".

The correspondence between the main elements of the Examples and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the Examples are examples for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Means for Solving the Problem column.

The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the invention.

The present invention can be used in the electric vehicle manufacturing industry, etc.

20 automobile, 30 main electronic control unit, 32 ignition switch, 34 shift position sensor, 36 accelerator position sensor, 38 brake position sensor, 40 vehicle speed sensor, 42 acceleration sensor, 44 gradient sensor, 46 yaw rate sensor, 48 automatic driving switch, 50 active cruise control switch (ACC switch), 52 surrounding recognition electronic control unit (surrounding recognition ECU), 53 surrounding recognition device, 54 battery electronic control unit (battery ECU), 55 battery, 56 air conditioning device electronic control unit (air conditioner ECU), 58 air conditioning device, 60 drive device electronic control unit (drive ECU), 62 drive motor, 64 brake electronic control unit (brake ECU), 66 brake device, 68 steering electronic control unit (steering ECU), 70 steering device, 72 center display, 74 head-up display, 76 meter, 78 GPS, 80 navigation system, 82 Map information, 84 display unit, 86 DCM, 90 planned stop location, 100 traffic information management center, 110 vehicle mark, 120 traffic congestion decorative image, 122 charging point.

Claims (4)

A motor that outputs a driving force for traveling;
a battery for supplying power to the motor;
A traffic information acquisition device for acquiring traffic information including congestion;
A control device for managing the state of the battery;
An electric vehicle comprising:
When a congested section is included on the travel route based on the traffic information acquired by the traffic information acquisition device, the control device preferentially suggests charging at a charging point outside a predetermined distance range from the congested section among charging points within a range reachable based on the remaining capacity of the battery, over charging at a charging point within the predetermined distance range from the congested section.
An electric vehicle characterized by 2. The electric vehicle according to claim 1,
the control device, when determining based on the remaining capacity of the battery that the vehicle cannot pass through the congested section with a predetermined margin, proposes charging at a charging point before the congested section, and when determining based on the remaining capacity of the battery that the vehicle can pass through the congested section with the predetermined margin, proposes charging at a charging point after the vehicle has passed through the congested section.
Electric car. 3. The electric vehicle according to claim 1 or 2,
The control device proposes charging at the charging point when congestion is detected based on the traffic information acquired by the traffic information acquisition device.
Electric car. An electric vehicle according to any one of claims 1 to 3,
When congestion cannot be detected based on the traffic information acquired by the traffic information acquisition device, the control device proposes charging at a charging point when the remaining capacity of the battery reaches a first capacity or less, and when congestion is detected based on the traffic information acquired by the traffic information acquisition device, the control device proposes charging at a charging point when the remaining capacity of the battery reaches a second capacity or less that is larger than the first capacity.
Electric car.

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