vehicle

Abstract

A vehicle capable of inferring vehicle-related parameters includes one or more processors, one or more memories connected to the processors, and a storage unit. The processors function as a current value acquisition unit, a current frequency distribution derivation unit, and a current ratio distribution derivation unit. The storage unit stores a predetermined current ratio distribution, which represents the current ratio distribution when driving in each of a plurality of preset driving modes. The processor functions as a driving mode ratio derivation unit, which derives a driving mode ratio based on an actual current ratio distribution representing the current ratio distribution during actual driving and the predetermined current ratio distribution for each driving mode. The driving mode ratio represents the proportion of each of the predetermined current ratio distributions when the actual current ratio distribution is represented by a composite of the plurality of predetermined current ratio distributions.

Description

Technical Field

[0001] This invention relates to vehicles. Background Technology

[0002] For example, Patent Document 1 discloses an example of a vehicle that stores the charging and discharging history of a battery and determines the power generation of a power generation device in a manner that balances the distribution of charging current with the distribution of discharging current.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2009-60725 Summary of the Invention

[0004] As an example of vehicle-related parameters, consider the State of Health (SOH) of the battery that supplies power to the drive motor. During driving, where charging and discharging currents frequently change, it is difficult to deduce the SOH. Consequently, it is difficult to ascertain the degree of battery degradation, which indicates the extent of battery deterioration, while driving. Therefore, it is desirable to be able to deduce vehicle-related parameters such as the degree of battery degradation that are difficult to derive during driving.

[0005] Therefore, the object of the present invention is to provide a vehicle capable of inferring vehicle-related parameters.

[0006] To solve the above-mentioned problems, the vehicle of the present invention comprises:

[0007] One or more processors;

[0008] One or more memories connected to the processor; and

[0009] Storage Department

[0010] The processor works in conjunction with the program contained in the memory to function as a current value acquisition unit, a current frequency distribution derivation unit, and a current ratio distribution derivation unit.

[0011] The current value acquisition unit acquires the current value of the battery during charging and discharging while driving at predetermined intervals.

[0012] The range of current values ​​is divided into multiple levels. For each current value acquired, the current frequency distribution derivation unit accumulates the number of acquisitions of the current values ​​within the level to which the acquired current value belongs, and derives a current frequency distribution. The current frequency distribution represents the frequency distribution of the number of acquisitions for that level.

[0013] The current ratio distribution derivation unit converts the number of acquisitions in the current frequency distribution over a predetermined period into an acquisition ratio to derive a current ratio distribution. The acquisition ratio represents the proportion of the total number of acquisitions of the current value for the predetermined period, and the current ratio distribution represents the distribution of the acquisition ratios for the specified level.

[0014] The storage unit stores a predetermined current ratio distribution, which represents the current ratio distribution when driving in each of a plurality of preset driving modes.

[0015] The processor functions as a driving mode ratio derivation unit, which derives a driving mode ratio based on the actual current ratio distribution representing the current ratio distribution in actual driving and the specified current ratio distribution for each driving mode. The driving mode ratio represents the proportion of each specified current ratio distribution when the actual current ratio distribution is represented by a composite of multiple specified current ratio distributions.

[0016] According to the present invention, it is possible to deduce parameters related to a vehicle. Attached Figure Description

[0017] Figure 1 This is a schematic diagram showing the structure of the vehicle according to the first embodiment.

[0018] Figure 2 This is a graph showing an example of the current frequency distribution.

[0019] Figure 3 This is a diagram showing an example of the proportional distribution of current.

[0020] Figure 4 This is a diagram showing an example of a specified current distribution when driving in the first driving mode.

[0021] Figure 5 This is a diagram showing an example of the specified current distribution when driving in the second driving mode.

[0022] Figure 6 This is a diagram showing an example of the specified current distribution when driving in the third driving mode.

[0023] Figure 7 It is a graph illustrating the proportions of exported driving modes.

[0024] Figure 8 This is a flowchart illustrating the process of deriving the actual current ratio distribution.

[0025] Figure 9 This is a flowchart illustrating the process of deriving driving mode ratios.

[0026] Figure 10 This is a schematic diagram showing the structure of the vehicle according to the second embodiment.

[0027] Figure 11 This is a diagram illustrating an example of a specified degree of battery degradation.

[0028] Figure 12 This is a diagram illustrating the derivation of battery degradation from the battery degradation degree derivation section.

[0029] Figure 13 This is a flowchart illustrating the process of deriving battery degradation from the battery degradation derivation section.

[0030] Figure 14 This is a schematic diagram showing the structure of the vehicle according to the third embodiment.

[0031] Figure 15 It is a diagram illustrating the change in the actual current proportional distribution.

[0032] Figure 16 It is a diagram illustrating the change in the actual current proportional distribution.

[0033] Figure 17 It is a diagram illustrating the change in the actual current proportional distribution.

[0034] Figure 18 This is a flowchart illustrating the workflow of the vehicle control unit in the third embodiment.

[0035] (Explanation of reference numerals in the attached diagram)

[0036] Vehicles 1, 100, and 200

[0037] 10 Storage batteries

[0038] 20a processor

[0039] 20b memory

[0040] 22 Storage Department

[0041] 30 Current value acquisition unit

[0042] 32 Current Frequency Distribution Derivation Section

[0043] 34 Current Proportional Distribution Derivation Section

[0044] 36 Driving Mode Proportion Derivation Section

[0045] 40 Actual Current Proportional Distribution

[0046] 42. Specify the proportional distribution of current.

[0047] 160 Driving Mode Ratio

[0048] 172 specifies the degree of battery degradation.

[0049] 280 Driving Control Unit Detailed Implementation

[0050] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in these embodiments are merely illustrative examples for ease of understanding of the present invention and are not intended to limit the invention unless specifically excluded. Furthermore, in this specification and the accompanying drawings, elements having substantially the same function or structure are labeled with the same reference numerals, thereby omitting repeated descriptions. Additionally, elements not directly related to the present invention are omitted from the illustrations.

[0051] (First Implementation)

[0052] Figure 1 This is a schematic diagram showing the structure of vehicle 1 according to the first embodiment. Vehicle 1 is, for example, an electric vehicle or a hybrid vehicle. A battery 10 is installed on vehicle 1. The battery 10 is a rechargeable battery such as a lithium-ion battery. The battery 10 supplies power to the drive motor 12, which serves as the drive source for vehicle 1. The drive motor 12 generates electricity as the wheels rotate when vehicle 1 decelerates, etc. The electricity generated by the drive motor 12 is regenerated in the battery 10.

[0053] In addition to the battery 10 and the drive motor 12, the vehicle 1 also includes a current detection unit 14, a vehicle control unit 20, and a storage unit 22. The current detection unit 14 is located at the output terminal of the battery 10. The current detection unit 14 measures the charging and discharging current of the battery 10.

[0054] The vehicle control unit 20 includes one or more processors 20a and one or more memories 20b connected to the processors 20a. The memories 20b include ROM (Read Only Memory) storing programs and the like, and RAM (Random Access Memory) serving as the working area. The processors 20a of the vehicle control unit 20 work in conjunction with the programs to control the vehicle 1 as a whole. Furthermore, the processors 20a of the vehicle control unit 20 also perform the functions of a current value acquisition unit 30, a current frequency distribution derivation unit 32, a current ratio distribution derivation unit 34, and a driving mode ratio derivation unit 36 ​​by executing programs.

[0055] The current value acquisition unit 30 acquires the current value of the battery 10 during charging and discharging while driving, sequentially through the current detection unit 14 at predetermined intervals. The current value acquisition unit 30 acquires the discharging current value as a positive value and the charging current value as a negative value. For example, the current value acquisition unit 30 acquires the current value at a given time every 10ms. However, the time interval for acquiring the current value is not limited to 10ms and can be appropriately set. Furthermore, the current value acquisition unit 30 accumulates the total number of current value acquisitions whenever it acquires a current value.

[0056] The current frequency distribution derivation unit 32 derives the current frequency distribution (described later) based on the current value obtained by the current value acquisition unit 30.

[0057] Figure 2 This is a graph showing an example of the current frequency distribution. Figure 2 The horizontal axis represents the current value. The larger the current value on the horizontal axis is than 0, the larger the discharge current; the smaller the current value is than 0, the larger the charging current.

[0058] In the current frequency distribution, the range of current values ​​acquired is divided into multiple levels. Figure 2 In the diagram, two arrows are used to indicate the different levels. For example, the current value acquisition range is divided into 20A increments. In this case, the width of one level is 20A. Furthermore, the level width and the number of levels can be arbitrarily set according to the size of the current value acquisition range, etc. Below, the levels are sometimes referred to in descending order, starting with the level with the largest current value, as level one, level two, etc.

[0059] Figure 2 The vertical axis represents the number of times the current value is measured. In other words, the number of times the current value is measured for each level corresponds to the frequency of that level. That is, the current frequency distribution represents the frequency distribution of the number of times the current value is measured for a given level.

[0060] The current frequency distribution derivation unit 32 accumulates the number of times the current value of each acquired current value belongs to a given level, thereby deriving the current frequency distribution. For example, suppose the range of current values ​​for a certain level is 20A or more and less than 40A, and a current value of 30A is acquired at a certain moment. The current value of 30A belongs to the level of 20A or more and less than 40A. In this case, the current frequency distribution derivation unit 32 increments the number of times the current value of 20A or more and less than 40A is acquired by 1. The current frequency distribution derivation unit 32 updates the current frequency distribution by performing this addition of acquisition counts for each acquired current value.

[0061] The current ratio distribution derivation unit 34 derives the current ratio distribution (described later) based on the current frequency distribution derived by the current frequency distribution derivation unit 32.

[0062] Figure 3This is a diagram showing an example of the proportional distribution of current. Figure 3 The horizontal axis and Figure 2 The horizontal axis of the current frequency distribution also represents the current value. Furthermore, in the current proportion distribution, similar to the current frequency distribution, the range of obtained current values ​​is divided into multiple levels.

[0063] Figure 3 The vertical axis represents the proportion of current values ​​acquired. The acquisition proportion is the ratio obtained by dividing the number of acquisitions for each level of the current frequency distribution within a predetermined period by the total number of current values ​​acquired during that period. For example, suppose 10,000 current values ​​are acquired during a predetermined period to derive the current frequency distribution. In this example, suppose the number of acquisitions for the level above 20A and below 40A is 1,000. In this case, the acquisition proportion for the level above 20A and below 40A is 1,000 divided by the total number of acquisitions (10,000), resulting in 10%. Taking the level above 20A and below 40A as an example, in the current proportion distribution, the acquisition proportion is derived by dividing the number of acquisitions for each level by the total number of acquisitions. Therefore, the acquisition proportion for each level is less than 100%, but if the acquisition proportions for all levels are summed, it becomes 100%.

[0064] Thus, the current proportion distribution represents the distribution of the proportion of current values ​​acquired for each level. The current proportion distribution derivation unit 34 converts the number of acquisitions for each level in the current frequency distribution into an acquisition proportion, thereby deriving the current proportion distribution.

[0065] return Figure 1 The storage unit 22 is composed of non-volatile storage elements. The current ratio distribution derivation unit 34 derives a current ratio distribution based on the current values ​​during actual driving. Hereinafter, the current ratio distribution based on the current values ​​during actual driving is sometimes referred to as the actual current ratio distribution 40. Figure 1 As shown, the derived actual current ratio distribution 40 is stored in the storage unit 22.

[0066] The storage unit 22 stores a predetermined current ratio distribution 42, which represents the current ratio distribution when driving in each of a plurality of preset driving modes. For example, the storage unit 22 stores a predetermined current ratio distribution 42a when driving in a first driving mode, a predetermined current ratio distribution 42b when driving in a second driving mode, and a predetermined current ratio distribution 42c when driving in a third driving mode. The predetermined current ratio distribution 42 can be any number of driving modes, and is not limited to three; it can also be two, four, or more.

[0067] Driving modes represent the acceleration and deceleration methods determined by simulating various driving environments, such as urban driving, suburban driving, and driving on dedicated motorways. For example, the first driving mode simulates urban driving, the second driving mode simulates suburban driving, and the third driving mode simulates driving on dedicated motorways. Furthermore, the number of driving modes is not limited to three; it can also include two, four, or more modes.

[0068] Figure 4 This is a diagram showing an example of a specified current ratio distribution 42a when operating in the first driving mode. Figure 5 This is a diagram showing an example of a specified current distribution 42b when driving in the second driving mode. Figure 6 This is a diagram showing an example of the specified current ratio distribution 42c when driving in the third driving mode.

[0069] Compare Figures 4-6 In the specified current ratio distribution 42a of the first driving mode, the acquisition ratio is higher in the central vicinity level compared to the specified current ratio distributions of other driving modes. In the specified current ratio distribution 42b of the second driving mode, the acquisition ratio extends to levels with larger absolute current values ​​compared to the specified current ratio distributions of other driving modes. In the specified current ratio distribution 42c of the third driving mode, the peak acquisition ratio appears in levels higher than the central vicinity level compared to the specified current ratio distributions of other driving modes. Thus, the characteristics of the specified current ratio distribution differ depending on the driving mode.

[0070] Therefore, in the first embodiment, by synthesizing the prescribed current ratio distribution 42 for each driving mode, the synthesized current ratio distribution is made approximately similar to the actual current ratio distribution 40 obtained through actual driving. In other words, the actual current ratio distribution 40 is represented by the synthesis of multiple prescribed current ratio distributions 42. Thus, the driving history during the actual driving period is associated with the synthesis of multiple driving modes. The driving history, for example, represents the time shift of acceleration and deceleration.

[0071] Below, the proportions of each specified current proportion distribution 42, which represent the actual current proportion distribution 40 through the synthesis of multiple specified current proportion distributions 42, are sometimes referred to as driving mode proportions. The driving mode proportions of each driving mode are less than 100%, but the sum of the driving mode proportions of all driving modes is 100%. The driving mode proportion indicates the degree to which each driving mode plays a role in actual driving history. The larger the driving mode proportion, the greater the role of that driving mode; the smaller the driving mode proportion, the smaller the role of that driving mode.

[0072] The driving mode ratio derivation unit 36 ​​derives the driving mode ratio for each driving mode based on the actual current ratio distribution 40 and the specified current ratio distribution 42 for each driving mode.

[0073] Figure 7 This is a diagram illustrating the derived driving mode proportions. The driving mode proportion derivation unit 36 ​​derives a composite current proportion distribution that combines the specified current proportion distribution 42a of the first driving mode, the specified current proportion distribution 42b of the second driving mode, and the specified current proportion distribution 42c of the third driving mode.

[0074] Here, the m-th level refers to the m-th level starting from the level with the highest current value. Xm represents the acquisition ratio of the m-th level in the specified current ratio distribution 42a of the first driving mode. Ym represents the acquisition ratio of the m-th level in the specified current ratio distribution 42b of the second driving mode. Zm represents the acquisition ratio of the m-th level in the specified current ratio distribution 42c of the third driving mode.

[0075] W1 represents the driving mode ratio of the first driving mode. The first driving mode ratio is equivalent to a first weighting coefficient multiplied by the acquisition ratio of the specified current ratio distribution 42a of the first driving mode. W2 represents the driving mode ratio of the second driving mode. The second driving mode ratio is equivalent to a second weighting coefficient multiplied by the acquisition ratio of the specified current ratio distribution 42b of the second driving mode. W3 represents the driving mode ratio of the third driving mode. The third driving mode ratio is equivalent to a third weighting coefficient multiplied by the acquisition ratio of the specified current ratio distribution 42c of the third driving mode. Therefore, W1, W2, and W3 together equal 100%.

[0076] Qm represents the composite acquisition ratio for the m-th level in the composite current ratio distribution. Qm is derived by the following equation (1). That is, the composite acquisition ratio represents the acquisition ratio obtained by multiplying the acquisition ratios of the driving mode ratios by multiple specified current ratio distributions for each level. The driving mode ratio derivation unit 36 ​​derives the composite acquisition ratio for each level of all levels.

[0077] Qm=Xm×W1+Ym×W2+Zm×W3…(1)

[0078] Figure 7 The solid line A10 shows an example of the proportional distribution of the composite current. Figure 7 The dashed line A20 shows an example of the actual current proportion distribution 40. Pm represents the acquisition proportion of the m-th level in the actual current proportion distribution 40.

[0079] Rm represents the acquisition ratio difference at level m. Rm is derived by the following equation (2). That is, the acquisition ratio difference at level m represents the difference between the acquisition ratio at level m of the actual current ratio distribution 40 and the combined acquisition ratio at level m of the combined current ratio distribution. The driving mode ratio derivation unit 36 ​​derives the acquisition ratio difference for each level of all levels.

[0080] Rm=Pm-Qm…(2)

[0081] The driving mode ratio exporting unit 36 ​​exports the first driving mode ratio, the second driving mode ratio, and the third driving mode ratio, which are obtained by adding the squares of the ratio differences in multiple levels.

[0082] Furthermore, the driving mode ratio derivation unit 36 ​​is not limited to deriving the driving mode ratio using such a least square method; it can derive the driving mode ratio using other existing calculation methods. In other words, the driving mode ratio derivation unit 36 ​​can derive the driving mode ratio in a way that minimizes the difference in the acquisition ratio for each level.

[0083] Figure 8 This is a flowchart illustrating the process of deriving the actual current proportional distribution 40. If the current value acquisition start condition is met, the vehicle control unit 20 periodically repeats the process. Figure 8 The process continues until the current value acquisition termination condition is met. The current value acquisition start condition is, for example, when vehicle 1 starts moving and a current change is detected. The current value acquisition termination condition is, for example, when vehicle 1 stops and a certain period of time has elapsed since no current change occurred. Furthermore, the current value acquisition start and termination conditions are not limited to the examples shown and can be appropriately set. The period from the current value acquisition start condition being met to the acquisition termination condition being met corresponds to a predetermined driving period. Additionally, the repetition interval is set to, for example, 10ms, but is not limited to this example and can be appropriately set.

[0084] If it is the start time of execution, the current value acquisition unit 30 acquires the current value of the battery 10 through the current detection unit 14 (S10). The acquired current value is stored in the storage unit 22. Next, the current value acquisition unit 30 accumulates the total number of current value acquisitions (S11). Furthermore, if the current value acquisition end condition is met, the current value acquisition ends, and the total number of current value acquisitions is reset to the initial value.

[0085] Next, the current frequency distribution derivation unit 32 accumulates the number of times the acquired current value belongs to the level and derives the current frequency distribution (S12). The derived current frequency distribution is stored in the storage unit 22. Furthermore, during driving, if the processing in step S12 is the second time or later, the current frequency distribution is updated by accumulating the number of times the current frequency distribution was acquired before the previous repetition.

[0086] Next, the current ratio distribution derivation unit 34 converts the number of times the current frequency distribution derived in step S11 is acquired by dividing the total number of acquisitions to an acquisition ratio, and derives the current ratio distribution (S13). Then, the current ratio distribution derivation unit 34 stores the derived current ratio distribution as the actual current ratio distribution 40 in the storage unit 22 (S14), ending the series of processes. Furthermore, during driving, if the processing in steps S13 and S14 is performed for the second time or more, the actual current ratio distribution 40 is updated.

[0087] Figure 9 This is a flowchart illustrating the process of exporting the driving mode ratio. If the conditions for starting the export of the driving mode ratio are met, the driving mode ratio export unit 36 ​​executes. Figure 9 A series of processes. The starting condition for exporting the driving mode ratio is, for example, detecting IG-OFF, but is not limited to this example. For example, the starting condition for exporting the driving mode ratio may be met if a predetermined operation indicating the start of exporting the driving mode ratio is detected.

[0088] The driving mode ratio derivation unit 36 ​​first reads the previously derived actual current ratio distribution 40 from the storage unit 22 (S20). Next, the driving mode ratio derivation unit 36 ​​reads the pre-stored predetermined current ratio distribution 42 from the storage unit 22 (S21).

[0089] Next, the driving mode ratio derivation unit 36 ​​derives the driving mode ratio for each driving mode based on the actual current ratio distribution 40 and the specified current ratio distribution 42 (S22). Specifically, the driving mode ratio derivation unit 36 ​​multiplies the acquisition ratio of the specified current ratio distribution 42 by the driving mode ratio. The driving mode ratio derivation unit 36 ​​sums the acquisition ratios obtained by multiplying the driving mode ratios of multiple specified current ratio distributions 42 for each level as a composite acquisition ratio. The driving mode ratio derivation unit 36 ​​takes the difference between the acquisition ratio of the actual current ratio distribution 40 and the composite acquisition ratio as the acquisition ratio difference. The driving mode ratio derivation unit 36 ​​derives the driving mode ratio for each driving mode that minimizes the sum of the squares of the acquisition ratio differences across all levels.

[0090] Next, the driving mode ratio export unit 36 ​​stores the driving mode ratio of each exported driving mode in the storage unit 22 (S23), and ends a series of processes.

[0091] As described above, in the vehicle 1 of the first embodiment, the driving mode ratio is derived based on the actual current ratio distribution 40 and the predetermined current ratio distribution 42. Therefore, in the vehicle 1 of the first embodiment, it can be assumed that the first driving mode is driven in a first driving mode with a first driving mode ratio, the second driving mode is driven in a second driving mode with a second driving mode ratio, and the third driving mode is driven in a third driving mode with a third driving mode ratio. Thus, in the vehicle 1 of the first embodiment, it is possible to grasp the characteristics of what driving modes are included in the driving history during driving.

[0092] For example, various parameters related to driving vehicle 1 are prepared in advance for each driving mode. Therefore, in vehicle 1 of the first embodiment, various parameters during actual driving can be inferred based on the various parameters prepared in advance for each driving mode and the derived driving mode proportions. In vehicle 1 of the first embodiment, even parameters that are difficult to derive directly during actual driving can be indirectly derived using the derived driving mode proportions. In other words, if various parameters are prepared in advance during the development of vehicle 1, various parameters can be easily inferred during mass production of vehicle 1 by deriving and applying the driving mode proportions.

[0093] Therefore, based on the vehicle 1 of the first embodiment, parameters related to the vehicle can be easily deduced.

[0094] (Second Implementation)

[0095] In the second embodiment, an application example of the driving mode ratio derived in the first embodiment will be explained. Figure 10 This is a schematic diagram showing the structure of the vehicle 100 according to the second embodiment.

[0096] The vehicle control unit 20 of the vehicle 100 in the second embodiment not only performs the functions of the first embodiment, but also functions as a battery degradation degree derivation unit 150. The battery degradation degree derivation unit 150 will be described in detail later.

[0097] Battery degradation degree indicates the decrease in the State of Charge (SOH) of battery 10. SOH represents the percentage of the current fully charged capacity when the initial fully charged capacity is 100%. As battery 10 deteriorates, SOH decreases. Battery degradation degree over a predetermined period represents the difference between the SOH at the beginning and end of the predetermined period. For example, if the SOH changes from 99% to 98% during the predetermined period, the battery degradation degree for that predetermined period is 1%. In other words, battery degradation degree is an indicator of the extent of degradation of battery 10 during a predetermined period.

[0098] Similar to the first embodiment, the storage unit 22 of the vehicle 100 in the second embodiment stores a predetermined current ratio distribution 42 in advance, and also stores a derived actual current ratio distribution 40. Furthermore, the storage unit 22 of the second embodiment stores a driving mode ratio 160 derived by the driving mode ratio derivation unit 36. Additionally, the storage unit 22 of the second embodiment stores a driving distance 162 during driving, based on the driving mode ratio derivation.

[0099] Furthermore, the storage unit 22 stores a predetermined battery degradation degree 172. The predetermined battery degradation degree 172 represents the degree of battery degradation after traveling a pre-set predetermined distance in a driving mode. The storage unit 22 stores the predetermined battery degradation degree 172 in association with multiple driving modes. The predetermined distance is, for example, 10,000 km, but is not limited to this example and can be appropriately set. For example, the storage unit 22 stores the predetermined battery degradation degree 172a after traveling 10,000 km in a first driving mode, the predetermined battery degradation degree 172b after traveling 10,000 km in a second driving mode, and the predetermined battery degradation degree 172c after traveling 10,000 km in a third driving mode.

[0100] Figure 11 This is a diagram illustrating an example of a specified battery degradation level of 172. Figure 11 In the example, the specified battery degradation rate 172a for 10,000 km in the first driving mode is 0.25%. The specified battery degradation rate 172b for 10,000 km in the second driving mode is 0.55%. The specified battery degradation rate 172c for 10,000 km in the third driving mode is 0.4%. Thus, the specified battery degradation rate varies depending on the driving mode.

[0101] The battery degradation degree derivation unit 150 derives the battery degradation degree generated during driving based on the driving distance 162 during the actual driving period, the driving mode ratio 160 derived during the driving period, and the pre-stored specified battery degradation degree 172.

[0102] Figure 12 This is a diagram illustrating the process of deriving battery degradation from the battery degradation degree deriving unit 150. Figure 12 In the example, the proportion of the first driving mode is 30%, the proportion of the second driving mode is 60%, and the proportion of the third driving mode is 10%.

[0103] For example, suppose the actual driving distance during the driving period is 20 km. In this case, since the first driving mode accounts for 30% of the distance, the distance during which the first driving mode is effective is 6 km (20 km × 0.3 = 6 km). Since the second driving mode accounts for 60% of the distance, the distance during which the second driving mode is effective is 12 km (20 km × 0.6 = 12 km). Since the third driving mode accounts for 10% of the distance, the distance during which the third driving mode is effective is 2 km (20 km × 0.1 = 2 km).

[0104] Since the specified battery degradation rate for 10,000 km in the first driving mode is 0.25%, the battery degradation rate after driving 6 km in the first driving mode is 0.00015% (0.25% × 6 km / 10,000 km = 0.00015%). Since the specified battery degradation rate for 10,000 km in the second driving mode is 0.55%, the battery degradation rate after driving 12 km in the second driving mode is 0.00066% (0.55% × 12 km / 10,000 km = 0.00066%). Since the specified battery degradation rate for 10,000 km in the third driving mode is 0.4%, the battery degradation rate after driving 2 km in the third driving mode is 0.00008% (0.4% × 2 km / 10,000 km = 0.00008%).

[0105] In other words, the battery degradation degree derivation unit 150 divides the driving distance 162 for each driving mode, and derives the actual battery degradation degree for each driving mode based on the divided driving distance and the specified battery degradation degree 172. Hereinafter, the actual battery degradation degree for each driving mode is sometimes referred to as the partial battery degradation degree.

[0106] The battery degradation level output unit 150 sums up the exported battery degradation levels using multiple driving modes to output the battery degradation level based on the actual driving distance. Figure 12 In the example, the battery degradation rate after driving 20km was 0.00089% (0.00015% + 0.00066% + 0.00008% = 0.00089%).

[0107] Figure 13 This is a flowchart illustrating the process of deriving battery degradation degree by the battery degradation degree deriving unit 150. If the conditions for starting the deriving of battery degradation degree are met, the battery degradation degree deriving unit 150 executes... Figure 13A series of processes are performed. The battery degradation degree export start condition is set, for example, when the driving mode ratio export unit 36 ​​completes the export of driving mode ratio 160, but it is not limited to this example. For example, the battery degradation degree export start condition may be met if a predetermined operation instructing the start of battery degradation degree export is detected. Furthermore, in this case, if driving mode ratio 160 has not been exported, then after exporting driving mode ratio 160, the following steps are performed: Figure 13 A series of processes.

[0108] The battery degradation degree derivation unit 150 first reads the previously derived driving mode ratio 160 from the storage unit 22 (S30). Next, the battery degradation degree derivation unit 150 reads the pre-stored predetermined battery degradation degree 172 from the storage unit 22 (S31). Next, the battery degradation degree derivation unit 150 reads the driving distance 162 during driving derived from the driving mode ratio 160 from the storage unit 22 (S32).

[0109] Next, the battery degradation degree derivation unit 150 derives the battery degradation degree for driving distance 162 based on the driving distance 162, the driving mode ratio 160 during driving, and the specified battery degradation degree 172 (S33). Specifically, the battery degradation degree derivation unit 150 multiplies the actual driving distance 162 by the driving mode ratio and the specified battery degradation degree 172, and derives a partial battery degradation degree for each driving mode. The battery degradation degree derivation unit 150 sums up the partial battery degradation degrees for multiple driving modes to derive the battery degradation degree for driving distance 162.

[0110] Next, the battery degradation degree derivation unit 150 stores the derived battery degradation degree as the actual battery degradation degree in the storage unit 22 (S34), and ends a series of processes.

[0111] As described above, in the vehicle 100 of the second embodiment, the derived driving mode ratio 160 is used to derive the battery degradation degree under actual driving distance. In other words, in the vehicle 100 of the second embodiment, the battery degradation degree, which is difficult to derive directly during actual driving, can be inferred by using the driving mode ratio 160.

[0112] Furthermore, in the second embodiment, the battery degradation degree is derived using the driving mode ratio 160. However, the application of the driving mode ratio 160 is not limited to deriving the battery degradation degree. For example, vehicle 100 is a hybrid vehicle equipped with an engine. The storage unit 22 pre-stores the exhaust volume when a predetermined distance has been traveled in each driving mode, each associated with a different driving mode. Furthermore, the vehicle control unit 20 can derive the exhaust volume at the actual driving distance based on the driving mode ratio 160 during driving and the pre-stored exhaust volume for each driving mode. In this manner, exhaust volumes that are difficult to directly derive during actual driving can be inferred.

[0113] (Third Implementation)

[0114] In the third embodiment, an application example of the battery degradation degree derived in the second embodiment is explained. Figure 14 This is a schematic diagram showing the structure of the vehicle 200 according to the third embodiment. The vehicle control unit 20 of the vehicle 200 in the third embodiment not only has the functions of the second embodiment, but also functions as a driving control unit 280. The driving control unit 280 will be described in detail later.

[0115] The storage unit 22 of the vehicle 200 in the third embodiment not only stores the storage content of the second embodiment, but also stores the battery degradation degree derived from the battery degradation degree derivation unit 150 as the actual battery degradation degree 290.

[0116] However, the actual current distribution 40 during actual driving varies depending on the actual driving history. Therefore, the driving mode ratio 160 and the actual battery degradation 290 also vary depending on the actual driving history. Consequently, the actual battery degradation 290 may increase based on the actual driving history.

[0117] Therefore, the driving mode ratio derivation unit 36 ​​of the third embodiment intentionally changes the actual current ratio distribution 40 to derive a new driving mode ratio in which the battery degradation degree is smaller than the actual battery degradation degree 290. Furthermore, the driving control unit 280 of the third embodiment provides support so that the driver can drive the vehicle 200 with the derived new driving mode ratio.

[0118] Figure 15 , Figure 16 and Figure 17 This is a diagram illustrating the change in the actual current distribution ratio of 40. For example, this is obtained through actual driving. Figure 15 The actual current ratio distribution is 40 as shown.

[0119] The higher the discharge current value of battery 10, the higher the likelihood of a decrease in SOH (State of Harm). In other words, in the actual current distribution 40, reducing the proportion of batteries with high current values ​​can significantly reduce the likelihood of increased battery degradation.

[0120] Therefore, the driving mode ratio derivation unit 36 ​​in the third embodiment attempts to reduce the acquisition ratio of the first level to which the highest current value in the acquired current value range belongs.

[0121] For example, in such Figure 15 As shown, when the acquisition ratio of the first level of the actual current proportional distribution 40 is 17.5%, such as Figure 16 As shown, reducing it by 10% makes the acquisition rate of the first level 7.5%.

[0122] If only the acquisition ratio of the first level is reduced, the total acquisition ratio of all levels will be insufficient to match the reduction amount. Therefore, if Figure 16 As shown, the driving mode ratio output unit 36 ​​increases the acquisition ratio of the second level in conjunction with the decrease in the acquisition ratio of the first level.

[0123] The increase in the acquisition ratio of the second level is determined by the following formula (3). Here, i1 represents the representative value of the current value of the first level. The representative value of the current value of the first level represents any current value set from the current value range of the first level. i2 represents the representative value of the current value of the second level. The representative value of the current value of the second level represents any current value set from the current value range of the second level. f1 represents the decrease in the acquisition ratio of the first level. f2 represents the increase in the acquisition ratio of the second level.

[0124] f2=f1×(i1 / i2)…(3)

[0125] For example, suppose the representative current value for the first level is 100A, and the representative current value for the second level is 80A, and the reduction in the acquisition ratio for the first level is 10%. In this case, the increase in the acquisition ratio for the second level is 12.5% ​​(10% × 100A / 80A = 12.5%). Thus, by determining the increase in the acquisition ratio for the second level, all current values ​​in the actual current distribution 40 can be maintained.

[0126] Regarding the increased acquisition ratio of the second level, it is derived by adding the increase in the acquisition ratio of the second level derived from equation (3) to the acquisition ratio of the second level in the actual current ratio distribution 40. For example, as Figure 15 As shown, when the acquisition ratio of the second level of the actual current ratio distribution 40 is 11%, such as Figure 16 As shown, the acquisition ratio of the second level plus the 12.5% ​​derived by equation (3) becomes 23.5%.

[0127] Thus, if the acquisition ratios for the first and second levels are changed, then as follows: Figure 16 As shown, the total acquisition rate for all levels will exceed 100%. Figure 16 In the example, the total acquisition rate is 102.5%. Therefore, as... Figure 17 As shown, the acquisition ratios for each level across all levels are adjusted to make the total acquisition ratio 100%.

[0128] The acquisition ratio of the m-th level in the adjusted current proportional distribution is determined by the following equation (4). Here, PAm represents the acquisition ratio of the m-th level in the original current proportional distribution. S represents the total acquisition ratio before adjustment. PBm represents the acquisition ratio of the m-th level in the adjusted current proportional distribution.

[0129] PBm=PAm×100 / S…(4)

[0130] For example, if such Figure 16 As shown, the total acquisition ratio before the adjustment was 102.5%, and the acquisition ratio for the fifth level before the adjustment was 5%. Therefore, as follows... Figure 17 As shown, the adjusted acquisition rate for level 5 is 4.9% (5% × 100% / 102.5% = 4.9%). An example of level 5 is shown, but the acquisition rates for all levels are converted as described above.

[0131] In this way, the driving mode ratio derivation unit 36 ​​changes the actual current ratio distribution 40 by simultaneously decreasing the acquisition ratio of the first level and increasing the acquisition ratio of the second level. Furthermore, the driving mode ratio derivation unit 36 ​​derives the driving mode ratio based on the changed actual current ratio distribution. The battery degradation degree derivation unit 150 derives the battery degradation degree with respect to the changed actual current ratio distribution based on the derived driving mode ratio. The driving mode ratio derivation unit 36 ​​determines the changed actual current ratio distribution, which indicates a lower battery degradation degree compared to the original distribution, by changing the amount of reduction in the acquisition ratio of the first level, and determines a new driving mode ratio based on the determined actual current ratio distribution.

[0132] In addition, Figure 16 In this system, as the acquisition rate of the first level decreases, the acquisition rate of the second level increases. However, this is not limited to the method of increasing the acquisition rate of the second level. For example, the acquisition rate of any level other than the first level can be increased.

[0133] Figure 18 This is a flowchart illustrating the workflow of the vehicle control unit 20 in the third embodiment. If the conditions for determining the proportion of a new driving mode are met, the vehicle control unit 20 executes... Figure 18 A series of processes. The conditions for starting to determine the new driving mode ratio are, for example, the completion of deriving the driving mode ratio of 160 during actual driving and the completion of deriving the actual battery degradation degree of 290 during driving, but are not limited to this example.

[0134] The driving mode ratio derivation unit 36 ​​first performs an initial setting of the repetition count (S40). The repetition count, described later, represents the number of times the actual current ratio distribution 40 is changed. In step S40, for example, the repetition count is reset to zero.

[0135] Next, the driving mode ratio derivation unit 36 ​​performs initial setting of the minimum battery degradation degree and initial setting of the driving mode ratio (S41). In step S41, for example, the actual battery degradation degree 290 stored in the storage unit 22 is set as the minimum battery degradation degree, and the driving mode ratio 160 stored in the storage unit 22 is set as the initial value of the driving mode ratio.

[0136] Next, the driving mode ratio derivation unit 36 ​​reads the actual current ratio distribution 40 from the storage unit 22 (S42).

[0137] Next, the driving mode ratio derivation unit 36 ​​determines the amount of reduction in the first-level acquisition ratio based on the acquisition ratio of the actual current ratio distribution 40 (S43). For example, a predetermined acquisition ratio is obtained such that the amount of reduction in the first-level acquisition ratio increases by 10% each time as the number of repetitions increases. Furthermore, the predetermined acquisition ratio here is not limited to the 10% illustrated, and can be set appropriately.

[0138] Next, the driving mode ratio derivation unit 36 ​​determines the increase in the acquisition ratio of the second level based on the acquisition ratio of the second level of the actual current ratio distribution 40 (S44). The increase in the acquisition ratio of the second level is determined based on the decrease in the first level.

[0139] Next, the driving mode ratio derivation unit 36 ​​decreases the acquisition ratio of the first level of the actual current ratio distribution 40 while increasing the acquisition ratio of the second level of the actual current ratio distribution 40, thereby changing the actual current ratio distribution 40 (S45). At this time, the driving mode ratio derivation unit 36 ​​also adjusts the acquisition ratio of each level so that the total acquisition ratio is 100%.

[0140] Next, the driving mode ratio derivation unit 36 ​​derives the driving mode ratio based on the modified actual current ratio distribution 40 (S46).

[0141] Next, the battery degradation degree derivation unit 150 derives the battery degradation degree with respect to the changed actual current ratio distribution 40 based on the driving mode ratio derived in step S46 (S47).

[0142] Next, the driving mode ratio derivation unit 36 ​​determines whether the battery degradation degree derived in step S47 is less than the minimum value (S48).

[0143] If the battery degradation level derived in step S47 is less than the minimum value (as in S48), the driving mode ratio deriving unit 36 ​​updates the battery degradation level derived in step S47 to the minimum value (S49). Additionally, the driving mode ratio deriving unit 36 ​​updates the driving mode ratio derived in step S46 to the driving mode ratio corresponding to the minimum value (S50), and proceeds to step S51.

[0144] If the battery degradation degree derived in step S47 is above the minimum value (not in S48), the driving mode ratio deriving unit 36 ​​maintains the minimum value and the driving mode ratio, and proceeds to the processing in step S51.

[0145] In step S51, the driving mode ratio derivation unit 36 ​​determines whether the number of repetitions is more than a predetermined number (S51). The predetermined number of repetitions is, for example, 5 times, but it is not limited to this example and can be set to any number of times.

[0146] If the number of repetitions is less than the predetermined number (No in S51), the driving mode ratio derivation unit 36 ​​increments the number of repetitions (S52) and returns to the processing in step S43. Furthermore, the driving mode ratio derivation unit 36 ​​gradually increases the amount by which the acquisition ratio of the first level decreases, and repeats the processing after step S43.

[0147] If the number of repetitions exceeds a predetermined number (as in S51), the driving mode ratio derivation unit 36 ​​determines the driving mode ratio corresponding to the minimum value as a new driving mode ratio (S53) and ends a series of processes.

[0148] As described above, in the vehicle 200 of the third embodiment, the actual current ratio distribution 40 is changed. Based on the changed actual current ratio distribution 40, which shows that the current degradation degree is smaller than that before the change, a new driving mode ratio is determined. Therefore, in the vehicle 200 of the third embodiment, it is possible to determine what kind of driving can suppress the increase in battery degradation.

[0149] After determining the new driving mode ratio, the driving control unit 280 implements driving restrictions on the vehicle 200 or provides driving-related suggestions to enable the vehicle 200 to drive in the determined new driving mode ratio.

[0150] For example, the driving control unit 280 derives a limit value for the acceleration of the vehicle 200 based on the new driving mode ratio. Furthermore, the driving control unit 280 suppresses the output of the drive motor 12 so that the acceleration of the vehicle 200 is below the limit value in the next driving cycle. This suppresses the generation of a first-level current value, thus allowing the driving history to closely approximate the new driving mode ratio. Therefore, according to this method, the increase in battery degradation can be suppressed. Moreover, the driving control unit 280 is not limited to acceleration suppression; for example, it derives a speed limit value for the vehicle 200 and suppresses the output of the drive motor 12 so that the speed of the vehicle 200 is below the limit value.

[0151] Alternatively, the driving control unit 280 may display acceleration or speed limits derived from the new driving mode ratio on the instrument panel or navigation device display. In this case, the driving control unit 280 may not suppress the output of the drive motor 12. By displaying acceleration and other limits, the driver can consciously suppress acceleration while driving. Thus, the driver can be guided to reduce the current value generated at the first level, thereby suppressing the increase in battery degradation.

[0152] The above is with reference to the appendix. Figure 1 The embodiments of the present invention have been described, but the present invention is of course not limited to these embodiments. Anyone skilled in the art will understand that various modifications or alterations can be conceived within the scope of the claims, and understanding these modifications or alterations also falls within the technical scope of the present invention.

Claims

1. A vehicle, comprising: One or more processors; One or more memories connected to the processor; and Storage Department The processor works in conjunction with the program contained in the memory to function as a current value acquisition unit, a current frequency distribution derivation unit, and a current ratio distribution derivation unit. The current value acquisition unit acquires the current value of the battery during charging and discharging while driving at predetermined intervals. The range of current values ​​is divided into multiple levels. For each current value acquired, the current frequency distribution derivation unit accumulates the number of acquisitions of the current values ​​within the level to which the acquired current value belongs, and derives a current frequency distribution. The current frequency distribution represents the frequency distribution of the number of acquisitions for that level. The current ratio distribution derivation unit converts the number of acquisitions in the current frequency distribution over a predetermined period into an acquisition ratio to derive a current ratio distribution. The acquisition ratio represents the proportion of the total number of acquisitions of the current value for the predetermined period, and the current ratio distribution represents the distribution of the acquisition ratios for the specified level. The storage unit stores a predetermined current ratio distribution, which represents the current ratio distribution when driving in each of a plurality of preset driving modes. The processor functions as a driving mode ratio derivation unit, which derives a driving mode ratio based on the actual current ratio distribution representing the current ratio distribution in actual driving and the specified current ratio distribution for each driving mode. The driving mode ratio represents the proportion of each specified current ratio distribution when the actual current ratio distribution is represented by a composite of multiple specified current ratio distributions.

2. The vehicle according to claim 1, wherein, The driving mode ratio derivation unit multiplies the acquisition ratio of the specified current ratio distribution by the driving mode ratio, and takes the acquisition ratio obtained by multiplying the acquisition ratios of the driving mode ratio by multiple specified current ratio distributions for each level as the composite acquisition ratio. The difference between the acquisition ratio of the actual current ratio distribution and the composite acquisition ratio is taken as the acquisition ratio difference, and the driving mode ratio is derived in a way that reduces the acquisition ratio difference for each level.

3. The vehicle according to claim 1 or 2, wherein, The decrease in the state of harmonics (SOH) of the battery is taken as the degree of battery degradation. In the storage unit, a defined battery degradation degree, representing the degree of battery degradation after traveling a predetermined distance in the driving mode, is associated with each of the plurality of driving modes. The processor functions as a battery degradation degree deriving unit, which multiplies the actual driving distance by the driving mode ratio and the specified battery degradation degree to derive a partial battery degradation degree representing the actual battery degradation degree for each driving mode, and sums the partial battery degradation degrees for multiple driving modes to derive the battery degradation degree for the driving distance.

4. The vehicle according to claim 3, wherein, The driving mode ratio derivation unit changes the actual current ratio distribution and determines a new driving mode ratio based on the changed actual current ratio distribution, which indicates that the battery degradation degree is smaller than before the change.

5. The vehicle according to claim 4, wherein, The processor functions as a driving control unit, which, after the driving mode ratio derivation unit determines a new driving mode ratio, executes driving restrictions or provides driving-related suggestions to enable the vehicle to drive at the determined new driving mode ratio.

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