VEHICLE

Abstract

A vehicle includes a battery, a display device, and a control device. The control device estimates the battery's degradation level and controls the display device to show a parameter indicating the estimated battery degradation level. If a control program has been rewritten, the control device determines whether the control program's first identification information before the rewrite matches the control program's second identification information after the rewrite. If the first identification information matches the second identification information, the control device controls the display device to show an initial mileage, expressed in a predetermined format.If the initial identification information does not match the second identification information, the control unit adjusts the display to show a second trip distance. The initial trip distance is a cumulative trip distance traveled by the vehicle since the parameter was updated.

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The present disclosure relates to vehicles. 2. Description of the state of the art

[0002] JP 2003-164 006 A discloses a display device that indicates the capacity of a vehicle battery. This display device comprises a plurality of segments (first display means) that incrementally show the remaining battery level (stored energy), which changes over time with power consumption, and a low-charge indicator lamp (second display means) that illuminates when the remaining battery level falls below a threshold. The threshold for illuminating the low-charge indicator lamp varies depending on the degree of battery degradation in the vehicle. SUMMARY OF THE INVENTION

[0003] The display device disclosed in JP 2003-164006A estimates the degree of battery degradation and determines the threshold for activating the low battery warning light based on this estimated level of degradation. However, it is not always possible to obtain an accurate reading of the battery degradation level. If a notification process is based on an unreliable level of battery degradation, this can actually reduce user convenience. For example, if the low battery warning light is activated even though sufficient energy (remaining battery level) is still present, it can become difficult for the user to accurately assess the vehicle's condition.

[0004] The present disclosure was made to solve the above problem, and one of its aims is to improve user comfort by appropriately displaying a parameter indicating the condition of the vehicle.

[0005] One aspect of the present disclosure provides a vehicle. The vehicle includes a battery, a display device, and a control device. The control device includes a storage device configured to store a control program related to the battery and a processor configured to execute the control program. The control device is configured to estimate the degree of battery degradation and to control the display device to show a parameter indicating the estimated degree of battery degradation. The control device is configured, when the control program has been rewritten, to determine whether the first identification information of the control program before the rewrite matches the second identification information of the control program after the rewrite.The control device is configured to control the display device to show a first mileage, expressed in a predetermined format, if the first identification information matches the second identification information. The control device is also configured to control the display device to show a second mileage if the first identification information does not match the second identification information. The first mileage is the cumulative mileage traveled by the vehicle since the parameter was updated. The second mileage is a maximum value in the predetermined format.

[0006] The present disclosure makes it possible to improve user comfort by appropriately displaying a parameter that indicates the condition of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Features, advantages and technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and wherein: Fig. 1 is a diagram showing the configuration of a vehicle according to an embodiment of the present disclosure; Fig. 2 is a flowchart showing a SOH (State-of-Health) update process according to the embodiment of the present disclosure; Fig. 3 is a flowchart showing a display control according to the embodiment of the present disclosure; Fig. 4 is a diagram that illustrates an example of program rewriting; and Fig. 5 is a diagram that provides an example of the operation of a display device according to the in Fig. The 3 shown display control is displayed. DETAILED DESCRIPTION OF EXECUTION FORMS

[0008] One embodiment of the present disclosure is described in detail with reference to the drawings. Identical or corresponding sections are consistently designated by the same reference numerals in the drawings, and their descriptions are not repeated.

[0009] Fig. Figure 1 is a diagram showing the configuration of a vehicle according to the present embodiment. With reference to Fig. 1 includes a vehicle 1, a vehicle body 10, and a battery pack 20. The vehicle body 10 refers to the section of the vehicle 1 excluding the battery pack 20. The battery pack 20 is an example of the “energy storage device” according to the present disclosure.

[0010] The vehicle body 10 includes a motor generator (MG) 11a, an inverter (INV) 11b, a system main relay (SMR) 13, a direct current (DC) charging relay 14a, a DC input 14b, an alternating current (AC) charger 15a, an AC input 15b, a DC / DC converter 16, an auxiliary battery 17, a human-machine interface (HMI) 18, a vehicle sensor 19, and a vehicle ECU 100. The battery pack 20 houses a battery 21, a monitoring unit 22, and a battery ECU 200. The term "ECU" stands for electronic control unit. The battery ECU 200 is an example of the "control device" according to this disclosure. The vehicle 1 is configured to drive using a power output from the battery 21. Vehicle 1, for example, is a battery electric vehicle (BEV) that is not equipped with an internal combustion engine.However, vehicle 1 is not limited to BEVs and can be a plug-in hybrid electric vehicle (PHEV) equipped with an internal combustion engine, or another type of electrified vehicle (xEV).

[0011] The vehicle ECU 100 includes a processor 110 and a memory device 120. The battery ECU 200 includes a processor 210 and a memory device 220. Each memory device is configured to store information. In addition to programs, each memory device stores various types of information used by the programs. In each ECU, the processor executes programs stored in the memory device to perform various control operations.

[0012] The vehicle ECU 100 and the battery ECU 200 are configured to communicate with each other. The vehicle ECU 100 is configured to receive detection signals from various sensors included in the vehicle sensor 19 and to control various devices installed in the vehicle body 10. In this embodiment, the vehicle sensor 19 includes a trip meter (e.g., an odometer). The battery ECU 200 is configured to monitor the state of the battery 21 and send control commands relating to the battery 21 to the vehicle ECU 100. The battery ECU 200 can control various devices installed in the vehicle body 10 via the vehicle ECU 100.The vehicle ECU 100 controls the inverter 11b, the SMR 13, the DC charging relay 14a, the AC charger 15a, the DC / DC converter 16 and the HMI 18, which will be described later, either in response to requests from the battery ECU 200 or on its own initiative.

[0013] The MG 11a serves as a traction motor. The inverter 11b serves as a power control unit (PCU) for the MG 11a. The inverter 11b drives the MG 11a using power supplied by the battery 21. The MG 11a converts electrical power into torque to rotate the drive wheels of the vehicle 1. Additionally, the MG 11a performs regenerative power generation, for example, during deceleration of the vehicle 1, and charges the battery 21. The SMR 13 selectively connects or disconnects the electrical path between the battery 21 and the inverter 11b.

[0014] DC input 14b and AC input 15b are configured to allow connection to a DC charging cable and an AC charging cable, respectively. Each DC input 14b and AC input 15b has a terminal to detect whether a charging cable (charging plug) is connected or disconnected and outputs a signal to the vehicle ECU 100 indicating whether the charging cable is connected. When the battery 21 is charged with DC power supplied from outside the vehicle via DC input 14b, the vehicle ECU 100 puts the SMR 13 and the DC charging relay 14a into a closed (connected) state. The AC charger 15a performs an AC / DC conversion.When battery 21 is charged with AC power supplied from outside the vehicle via AC input 15b, the vehicle ECU 100 controls the AC charger 15a, with the SMR 13 in a closed (connected) state and AC power being supplied from outside the vehicle to the AC charger 15a via AC input 15b. The AC charger 15a converts the AC power to DC power according to a control command from the vehicle ECU 100 and outputs the DC power to battery 21. Vehicle 1 is configured to perform external charging (charging battery 21 using power supplied from outside the vehicle) while parked via DC input 14b or AC input 15b.The vehicle 1 can also be configured to perform an external power supply (power supply carried out by outputting power from the battery 21 to an external device) via the DC input 14b or the AC input 15b while parked.

[0015] The DC / DC converter 16 performs a voltage conversion of direct current power. For example, the DC / DC converter 16 reduces the direct current power from battery 21 and outputs it to the auxiliary battery 17. The auxiliary battery 17 provides power to drive auxiliary devices installed in the vehicle 1. The auxiliary battery 17 outputs electrical power at a voltage lower than the voltage of battery 21. The capacity of battery 21 is greater than that of auxiliary battery 17. The vehicle ECU 100 can control the DC / DC converter 16 such that when the remaining stored energy of the auxiliary battery 17 becomes low, electrical power is supplied from battery 21 to the auxiliary battery 17. The auxiliary battery 17 can supply electrical power to the battery pack 20. The battery ECU 200 can receive electrical power from the auxiliary battery 17.

[0016] The HMI 18 includes an input device and a display device. The HMI 18 may include a touchscreen display. In response to user input, the input device outputs a signal to the vehicle ECU 100. In the present embodiment, the HMI 18 includes a start switch for the vehicle 1. The display device is controlled by the vehicle ECU 100.

[0017] Battery 21 is a secondary battery, such as a lithium-ion battery, a nickel-metal hydride battery, or a sodium-ion battery. The secondary battery can be either a liquid-filled or a solid-state battery. Multiple secondary batteries can form a battery pack. Monitoring unit 22 includes a voltage sensor 22a, which detects the voltage of battery 21; a current sensor 22b, which detects the current of battery 21; and a temperature sensor 22c, which detects the temperature of battery 21. Detection results from the sensors contained in monitoring unit 22 are output to battery ECU 200. Monitoring unit 22 and battery ECU 200 can function as a battery management system (BMS).The battery ECU 200 is configured to detect the state of charge (SOC) of the battery 21 using sensor readings output by the monitoring unit 22. The SOC indicates the charge level and is expressed, for example, as a percentage in the range of 0% to 100%, representing the ratio of the current amount of stored energy to the amount of stored energy when fully charged.

[0018] The storage device 220 of the battery ECU 200 stores the state of health (SOH) of the battery 21 and the post-SOH update distance. The SOH of the battery 21 is a parameter that indicates the degree of degradation of the battery 21. In the present embodiment, the capacity maintenance rate is used as the SOH. The capacity maintenance rate represents the percentage of the current capacity relative to the initial capacity. The greater the degree of degradation of the battery 21, the lower the capacity maintenance rate of the battery 21. The storage device 220 stores the estimated value and the displayed value of the SOH of the battery 21 separately (hereinafter also referred to as "estimated SOH value" and "SOH display value," respectively). Initially, both the estimated value and the displayed value of the SOH (capacity maintenance rate) are set to 100%. The estimated SOH value indicates the gross value of the estimated SOH.On the other hand, the SOH display value indicates the net SOH value shown on the display device. The gross and net values ​​are described in detail later. The post-SOH update distance indicates the cumulative distance traveled by vehicle 1 since the SOH display value was last updated. In other words, the post-SOH update distance indicates the cumulative distance traveled by vehicle 1 without the SOH display value being updated.

[0019] Fig. Figure 2 is a flowchart depicting a SOH update process executed by the battery ECU 200. The one in Fig. The processing sequence F1 shown in Figure 2 is executed repeatedly by the battery ECU 200. The letter "S" in the flowchart indicates a step.

[0020] With reference to Fig. In processing sequence F1, the battery ECU 200 in S11 detects the open-circuit voltage (OCV) of battery 21 using voltage sensor 22a. In S12, the battery ECU 200 then determines whether a predetermined condition (hereinafter referred to as the "start condition") is met. If the start condition is not met (NO in S12), the battery ECU 200 measures the time until the start condition is met in S13. The time measured in S13 represents the duration of a vehicle idle period (i.e., a period during which no driving, external charging, or external power supply occurs). While the start condition is not met, S12 and S13 are repeated in a predetermined calculation cycle.

[0021] In the present embodiment, the start condition is met when the absolute value of the rate of change of the stored electrical energy per unit time is greater than or equal to a predetermined value (hereinafter referred to as the "first threshold"). The rate of change of the stored electrical energy indicates the magnitude of the change in the amount of electrical energy stored in the battery 21. For example, the rate of change of the stored electrical energy during charging is expressed as a positive value, while the rate of change of the stored electrical energy during discharging is expressed as a negative value. In particular, the battery ECU 200 in S12 detects the current value of the battery 21 using the current sensor 22b and stores the detected current value in the storage device 220 along with its detection time.The battery ECU 200 then calculates the rate of change of the stored electrical energy per unit of time of battery 21. The unit of time is, for example, the calculation cycle mentioned above. If the absolute value of the calculated rate of change of the stored electrical energy is greater than or equal to the first threshold, the battery ECU 200 determines that the start condition is met. When external charging in vehicle 1 is started, the rate of change of the stored electrical energy increases in the positive direction, and the absolute value of the rate of change of the stored electrical energy per unit of time exceeds the first threshold.When vehicle 1 starts to drive using power from battery 21, the rate of change of the stored electrical energy increases in the negative direction, and the absolute value of the rate of change of the stored electrical energy per unit of time exceeds the first threshold.

[0022] When the start condition is met (YES in S12), the battery ECU 200 detects the state of charge (SOC) (hereinafter referred to as the "start SOC") of battery 21 in S14. The start SOC is the gross SOC of battery 21 at the time the start condition is met. For example, the storage device 220 pre-stores a map (OCV-SOC curve) that represents the relationship between the OCV and the gross SOC of battery 21 in its initial (undegraded) state. The battery ECU 200 can refer to this map to detect the gross SOC of battery 21 from the OCV of battery 21 detected in S11. The battery ECU 200 can set the detected SOC of battery 21 as the start SOC.Alternatively, the battery ECU 200 can correct the detected SOC of battery 21 by using at least one of the following values ​​and set the corrected SOC as the starting SOC: the current value (change in stored electrical energy) of battery 21 detected in S12, the time (vehicle idle period) measured in S13, and the temperature of battery 21 detected via temperature sensor 22c.

[0023] The battery ECU 200 then collects the change in stored electrical energy in S15. The battery ECU 200 then determines in S16 whether a predetermined condition (hereinafter referred to as the "end condition") is met. If the end condition is not met (NO in S16), the process returns to S15. As long as the end condition is not met, the processing in S15 and S16 is repeated in the aforementioned calculation cycle.

[0024] In the present embodiment, the end condition is met when the absolute value of the rate of change of the stored electrical energy per unit of time falls below a predetermined value (hereinafter referred to as the "second threshold"). The second threshold is a value less than or equal to the first threshold. The unit of time is, for example, the calculation cycle mentioned above. Specifically, the battery ECU 200 in S15 acquires the current value of battery 21 using the current sensor 22b and stores the acquired current value in the storage device 220 along with its acquisition time. The battery ECU 200 then calculates the rate of change of the stored electrical energy per unit of time of battery 21 and accumulates the rate of change of the stored electrical energy using the calculated rate of change of the stored electrical energy per unit of time.During the period from when the start condition is met until when the end condition is met (hereinafter referred to as the "target period"), S15 is repeated. The rate of change of the stored electrical energy during the target period is thus preserved. The end condition is met when the absolute value of the rate of change of the stored electrical energy per unit of time falls below the second threshold. For example, if the external charging performed in vehicle 1 is stopped, the absolute value of the rate of change of the stored electrical energy per unit of time falls below the second threshold. Similarly, if vehicle 1, which was being driven, comes to a standstill, the absolute value of the rate of change of the stored electrical energy per unit of time also falls below the second threshold.

[0025] When the end condition is met (YES in S16), the battery ECU 200 detects the OCV of battery 21 using the voltage sensor 22a and detects the SOC of battery 21 (hereinafter referred to as the "end SOC") using the detected OCV in S17. The end SOC is the gross SOC of battery 21 at the time the end condition is met. For example, the battery ECU 200 refers to the aforementioned chart (OCV-SOC curve) to detect the gross SOC of battery 21 from the OCV of battery 21. The battery ECU 200 can set the detected SOC of battery 21 as the end SOC. Alternatively, the battery ECU 200 can correct the detected SOC of battery 21 using the temperature of battery 21 and set the corrected SOC as the end SOC.

[0026] In S18, the battery ECU 200 calculates the capacity C1 of battery 21 according to the following equation (1). The capacity C1 corresponds to the amount of electrical energy stored in battery 21 when it is fully charged. C1=100×dST / |SOC1−SOC2|

[0027] In equation (1), SOC1 represents the initial state of charge (SOC), SOC2 represents the final state of charge (SOC), and dST represents the change in stored electrical energy during the target period. The term |SOC1 - SOC2| corresponds to the difference (absolute value) between the initial SOC and the final SOC. For example, if the SOC of battery 21 increases from 10% to 60% during external charging in the target period, and the amount of charged energy (i.e., the amount of energy input into battery 21 during external charging) is 25 kWh, the calculated capacity C1 of battery 21 according to equation (1) is 50 kWh (= 100 × 25 / 50). The battery ECU 200 stores the calculated capacity C1 in the storage device 220 in conjunction with its acquisition time.

[0028] The battery ECU 200 then calculates the state of health (SOH) of battery 21 in S19 according to the following equation (2). SOH=100×C1 / C0

[0029] In equation (2), C0 represents the gross capacity of battery 21 in its initial (undegraded) state. C0 is pre-stored, for example, in the storage device 220. As described above, the battery ECU 200 determines the capacity maintenance rate of battery 21 by dividing C1, calculated in S18, by C0. The battery ECU 200 stores the calculated capacity maintenance rate (SOH) in the storage device 220 along with its acquisition time.

[0030] The battery ECU 200 then determines in S20 whether the estimated SOH value should be updated. For example, the battery ECU 200 determines to update the estimated SOH value if |SOC1 - SOC2| is greater than or equal to a first reference value, and determines not to update the estimated SOH value if |SOC1 - SOC2| is less than the first reference value. A value of |SOC1 - SOC2| that is greater than or equal to the first reference value indicates that the SOH was estimated with sufficiently high accuracy.

[0031] If it is determined that the estimated SOH value should be updated (YES in S20), the battery ECU 200 updates the estimated SOH value stored in memory device 220 in S21. Specifically, the battery ECU 200 can determine the latest estimated SOH value (gross value) using the capacity C1 calculated in the current processing routine (S18), the capacity C1 calculated in a previous processing routine (S18), the first reference value, and a second reference value. The second reference value is greater than the first reference value. For example, in the current processing routine, if |SOC1 - SOC2| is greater than or equal to the second reference value, the battery ECU 200 sets the capacity maintenance rate calculated in the current processing routine (S19) as the latest estimated SOH value.In this case, the capacity C1 calculated in the current processing routine (S18) corresponds to the estimated value of the capacity of battery 21. On the other hand, if |SOC1 - SOC2| in the current processing routine is greater than or equal to the first reference value and less than the second reference value, the battery ECU 200 uses as the estimated value of the capacity of battery 21 the average of a predetermined number (e.g., 2 to 10) of the most recent data elements among the data on capacity C1 calculated in the current or past processing routines (S18) (except for data where |SOC1 - SOC2| is less than the first reference value). The battery ECU 200 then replaces the obtained estimated value of the capacity of battery 21 with C1 in equation (2) to calculate SOH and sets the obtained SOH value as the latest estimated SOH value.

[0032] Next, the battery ECU 200 updates the SOH display value stored in the memory device 220 in S22. Specifically, the battery ECU 200 converts the updated estimated SOH value (gross value) into a net value. The gross values, which indicate the characteristics of the battery 21 (e.g., capacity, SOC, and capacity maintenance rate), are numerical values ​​that specify the characteristics of the battery 21 alone. The net values, which indicate the characteristics of the battery 21, are numerical values ​​that specify the characteristics of the battery 21 in a state in which the battery 21 is installed in the vehicle 1. In the present embodiment, the battery ECU 200 limits the usable SOC range (operating range) of the battery 21 based on a lower SOC limit and an upper SOC limit defined in the control program.The battery ECU 200 is configured to control the state of charge (SOC) of battery 21 within the range between the lower and upper SOC limits. For example, the lower and upper SOC limits can be set to suppress battery 21 degradation. These values ​​are set using the gross value scale. Therefore, if the gross value scale changes due to battery degradation, the lower and upper SOC limits will also change. For example, the lower and upper SOC limits might correspond to 10% and 90%, respectively, on the gross scale. However, the net SOC value is expressed such that the lower and upper SOC limits correspond to 0% and 100%, respectively. The net value of the capacity of battery 21 corresponds to the amount of electrical energy that is input into battery 21 when the SOC of battery 21 is increased from the lower SOC limit to the upper SOC limit.Accordingly, the net capacity of battery 21 is less than the gross capacity of battery 21. The battery ECU 200 converts the estimated (gross) capacity of battery 21 obtained in S21, based on the lower and upper state of charge (SOC) limits, into a net value. The resulting estimated (net) capacity of battery 21 corresponds to the estimated capacity of battery 21 from the lower to the upper SOC limits. The battery ECU 200 also converts the initial (gross) capacity of battery 21, based on the lower and upper SOC limits, into a net value. The battery ECU 200 replaces the estimated value (net value) of the capacity of battery 21 and the capacity (net value) of battery 21 in the initial state with C1 and C0 respectively in equation (2) to calculate SOH.The calculated SOH (capacity maintenance rate) value corresponds to the net value of the estimated SOH. In S22, the battery ECU 200 sets the estimated SOH (net value), obtained as described above, as the SOH display value. Once the processing in S22 is complete, the process returns to the initial step (S11).

[0033] If |SOC1 - SOC2| is less than the first reference value in the current processing routine (NO in S20), the estimated SOH value stored in memory device 220 remains unchanged. In this case, S21 and S22 are skipped, and the process returns to the initial step (S11). Therefore, the SOH display value is not updated.

[0034] In the Fig. In the processing flow F1 shown in Figure 2, the start and end conditions described above can be modified if necessary. For example, the start condition can be met when external charging is started in vehicle 1. In a configuration where vehicle 1 is capable of receiving external power, the start condition can be met when the external power supply is started in vehicle 1. The end condition can be met when either external charging or the external power supply in vehicle 1 is stopped.

[0035] Fig. Figure 3 is a flowchart showing a display control performed by the battery ECU 200. The one in Fig. The processing sequence F2 shown in Figure 3 is executed repeatedly by the battery ECU 200. Processing sequence F2 is executed in parallel to the one shown in Figure 3. Fig. The processing sequence F1 shown in section 2 was executed.

[0036] With reference to Fig. 3. In processing flow F2 in S31, the battery ECU 200 determines whether the SOH display value has been updated. If the SOH display value has been updated by processing in S22... Fig. If the SOH display value has been updated since vehicle 1 was shipped, the determination in S31 is YES, and the process proceeds to S35. If the SOH display value has not been updated, the determination in S31 is NO, and the process proceeds to S32. In S32, the battery ECU 200 determines whether the SOH display value has ever been updated in the past. If the SOH display value has never been updated since vehicle 1 was shipped, the determination in S32 is NO, and the process proceeds to S33. In this case, the SOH display value remains at its initial value (100%). In S33, the battery ECU 200 sets the post-SOH update distance to the maximum value. In this embodiment, the post-SOH update distance is expressed as a 16-bit binary value. Therefore, the maximum value of the post-SOH update distance is 65,535 km. Afterwards, the battery ECU 200 in S34 controls the display device of the HMI 18 in such a way that the SOH display value and the post-SOH update distance are displayed.As a result of the processing in S34, the display device shows the initial SOH display value (100%) and the maximum value of the post-SOH update distance (65535 km). Once the processing in S34 is complete, the process returns to the initial step (S31).

[0037] If the SOH display value is processed in S22 by Fig. Once S31 has been updated (YES), the battery ECU 200 sets the post-SOH update distance in S35 to the minimum value (0 km). The process then proceeds to S34. As a result of the processing in S34, the display shows the updated SOH reading and the minimum post-SOH update distance (0 km). Since the SOH reading has been updated, the determination in S32 is subsequently YES.

[0038] If YES in S32, the battery ECU 200 determines in S36 whether a program rewrite request has been received. The program rewrite request is described later (see Fig. 4) If the battery ECU 200 has not received a program rewrite request (NO in S36), the process proceeds to S37. In S37, the battery ECU 200 updates the post-SOH update distance stored in memory device 220. Specifically, the battery ECU 200 receives the reading from the odometer via the vehicle ECU 100 and collects the distance traveled by vehicle 1 since the post-SOH update distance was set to 0 km in S35. The battery ECU 200 then sets the collected value as the post-SOH update distance. The process then proceeds to S34. As a result of the processing in S34, the display device shows the current SOH reading and the updated post-SOH update distance. Then, as long as the determination in S31 is NO, the determination in S32 is YES, and the determination in S36 is NO, the post-SOH update distance is repeatedly updated in S37.

[0039] If the battery ECU 200 has received a program rewrite request (YES in S36), the process moves to S41. Processing from S41 onwards is now carried out with reference to Fig. 3 and Fig. 4 described. Fig. Figure 4 is a diagram that illustrates an example of program rewriting.

[0040] In Fig. 4. The dealer includes a server 610, configured to communicate wirelessly with the vehicle 1, and a scan tool 620, configured to communicate with the vehicle 1 via a wired connection. The scan tool 620 is an external diagnostic device used by a service provider (e.g., a mechanic) to check the condition of the vehicle 1. The service provider or the vehicle user can send a program rewrite request to the battery ECU 200 via an external terminal or an in-vehicle terminal. In this embodiment, each of the server 610 and the scan tool 620 serves as an external terminal. The vehicle ECU 100 and the HMI 18 serve as in-vehicle terminals.

[0041] If the vehicle's internal terminal receives a reprogramming notification from server 610 while vehicle 1 is parked, HMI 18 prompts the user to indicate whether they agree to the reprogramming. If HMI 18 receives an input from the user indicating agreement, vehicle ECU 100 requests battery ECU 200 to perform a reprogramming. If scan tool 620, which holds a new (updated) control program, is connected to battery ECU 200 of the parked vehicle 1, scan tool 620 requests battery ECU 200 to perform a reprogramming. These reprogramming requests correspond to program rewrite requests.

[0042] Before the program is rewritten, the storage device 220 stores an initial control program, which is identified by identification information X1. The initial control program includes the identification information X1 and a program body. The program body contains a control algorithm and various parameters. The control algorithm may include an algorithm for charging and / or discharging the battery 21. The control algorithm may also include an algorithm for managing the state of the battery 21 (such as estimating the degree of degradation and degradation suppression).

[0043] When the battery ECU 200 receives a reprogramming request, it stores the control program's identification information in S41 before rewriting it. Fig. 3. In particular, as in Fig. As shown in Figure 4, the battery ECU 200 stores the identification information X1 in a different area of ​​the memory device 220 than the area where the control program is written. Then, in S42, the battery ECU 200 executes Fig. 3. The requested program is rewritten (reprogrammed). As a result of the reprogramming, the first control program stored in memory device 220 is deleted, and a second control program, identified by identification information X2, is written to memory device 220. The second control program is written to memory device 220, with the identification information X2 associated with the program body. Each of the identification information X1 and identification information X2 is unique information assigned to each control program. Each of the identification information X1 and identification information X2 can be a program ID (e.g., a program product number). Each of the first and second control programs is a control program with respect to battery 21 and is executed by processor 210.However, the content of the program body differs between the first and second control programs. For example, functions (controls) can be added or modified by updating the control algorithm through reprogramming.

[0044] Then the battery ECU 200 in S43 determines Fig. 3. Whether the first identification information of the control program before rewriting, stored in S41, matches the second identification information of the control program after rewriting. When reprogramming is performed, the identification information and the program body of the control program, stored in memory device 220, are changed.

[0045] Therefore, once the reprogramming has been carried out, the provision in S43 applies. Fig. 3 NO, and the process proceeds to S33. In this case, the post-SOH update distance in S33 is set to the maximum value, and then the current SOH display value and the maximum post-SOH update distance value (65535 km) are displayed in S34.

[0046] With renewed reference to Fig. 3. If the program rewrite performed in S43 is a rewrite without changing the identification information, the determination in S43 is YES, and the process proceeds to S37. In this case, the post-SOH update distance is updated in S37, and then the current SOH display value and the updated post-SOH update distance are displayed in S34. An example of program rewrite without changing the identification information is the initialization of various user-configurable parameters. The lower and upper SOC limits described above are parameters that cannot be set (changed) by the user.

[0047] The battery ECU 200 estimates the degradation level of battery 21 and controls the display device (HMI 18) such that a parameter (SOH display value) indicating the estimated degradation level of battery 21 is displayed. The battery ECU 200 updates the parameter each time a predetermined condition (hereinafter referred to as the "update condition") is met. In the present embodiment, the processing in S14 to S19 corresponds to Fig. 2 the process of estimating the degree of battery deterioration 21. The processing in S34 of Fig. 3 corresponds to the process of displaying the parameter that indicates the estimated degree of deterioration of battery 21. The processing in S21 and S22 of Fig. 2 corresponds to the process of updating the parameter. In the present embodiment, the update condition is satisfied when the determination in S20 of Fig. 2 YES is, after the deterioration level of the battery 21 through processing in S14 to S19 of Fig. 2 was estimated.

[0048] The battery ECU 200 is configured to cause the display device to show a trip distance selected from a first trip distance expressed in a predetermined format, a second trip distance which is a maximum value in the predetermined format, and a third trip distance which is a minimum value in the predetermined format. The first trip distance is the cumulative trip distance traveled by vehicle 1 since the parameter was updated. The first trip distance is displayed in S37 by Fig. 3 is set to the post-SOH update distance and is displayed in S34 by Fig. 3 is displayed. The second route is shown in S33 from Fig. 3 is set to the post-SOH update distance and is displayed in S34 by Fig. 3 is displayed. The third route is shown in S35. Fig. 3 is set to the post-SOH update distance and is displayed in S34 by Fig. 3 displayed.

[0049] When the control program stored in memory device 220 has been rewritten, the battery ECU 200 determines whether the first identification information of the control program before rewriting matches the second identification information of the control program after rewriting (S43 in Fig. 3) If the first identification information matches the second identification information, the battery ECU 200 controls the display device to show the first trip distance expressed in the predetermined format (S37 and S34 in Fig. 3) On the other hand, if the first identification information does not match the second identification information, the battery ECU 200 controls the display device so that the second trip distance is displayed (S33 and S34 in Fig. 3).

[0050] Battery 21 tends to degrade as the cumulative mileage of vehicle 1 increases. Therefore, the reliability of the SOH (State of Health) reading decreases continuously as the initial mileage increases. The battery ECU 200 can notify the user of the reliability based on mileage by displaying the initial mileage along with the SOH reading on the display device. If the control program is rewritten, which involves a change to the identification information (e.g., reprogramming), the reliability of the SOH reading decreases regardless of the cumulative mileage. For example, rewriting the control program can change the lower and upper SOC (State of Charge) limits described above. Rewriting the control program can also change the method used to estimate the degree of degradation of battery 21.Therefore, when the control program is rewritten, which involves a change to the identification information, the battery ECU 200 causes the display device to show the second trip distance (the maximum trip distance that can be displayed). This serves to warn the user that the SOH (State of Health) display value should not be trusted. As described above, user convenience can be improved by appropriately displaying parameters indicating the state of vehicle 1 (the SOH display value and the post-SOH update distance). Adopting a 16-bit binary format as the display format for the trip distance makes it easier for the user to recognize that something is wrong. In the 16-bit binary format, the minimum value (third trip distance) is 0 km and the maximum value (second trip distance) is 65,535 km. The first trip distance varies within the range of 0 km to 65,535 km.

[0051] Fig. 5 is a diagram that provides an example of the operation of the display device (HMI 18) according to the instructions in Fig. The display control shown in section 3 is displayed. Referring to Fig. 5 together with Fig. 3. The battery ECU 200 is configured to control the HMI 18 display device such that any one of the first, second, and third travel distances and the SOH display value are shown on the same screen. Specifically, initially, the determination in S32 is NO, and the processing in S33 and S34 is performed. As a result, the display device shows, for example, a screen Sc1. Screen Sc1 includes the initial SOH display value M11 and the second travel distance M21. If the SOH display value is subsequently updated, the determination in S31 becomes YES, and the processing in S35 and S34 is performed. As a result, the display device shows, for example, a screen Sc2. Screen Sc2 includes the updated current SOH display value M12 and the third travel distance M22. The third travel distance M22 indicates that the displayed current SOH display value M12 is reliable.Displaying the third trip distance M22 when updating the SOH display value makes it easier for the user to accurately assess the degradation level of battery 21. If the vehicle 1 then starts driving, the processing is carried out in S37 and S34. As a result, the first trip distance M23 is displayed on screen Sc2 instead of the third trip distance M22.

[0052] In the present embodiment, rewriting the control program, which includes a change to the identification information (for example, the reprogramming described above), is performed when vehicle 1 is not moving. Therefore, while vehicle 1 is moving, the post-SOH update distance in S37 is updated sequentially, and the first trip distance M23 on screen Sc2 is also updated sequentially. However, when the post-SOH update distance reaches its maximum value (65,535 km), it no longer increases and is held at the maximum value. When the SOH display value is updated, screen Sc2, which contains the updated current SOH display value M12 and the third trip distance M22, is displayed again.

[0053] When the control program, which includes a change to the identification information, is rewritten in the battery ECU 200, the processing of S33 and S34 is executed. As a result, the display unit shows, for example, screen Sc3. Screen Sc3 contains the current SOH display value M12 and the second trip distance M21. Subsequently, when the SOH display value is updated, the display unit again shows screen Sc2, which contains the updated current SOH display value M12 and the third trip distance M22.

[0054] The parameter indicating the degree of degradation of battery 21 is not limited to the net value of the capacity maintenance rate. For example, the battery ECU 200 can use the gross value of the capacity maintenance rate, which is given in S19 by Fig. The estimated capacity (C1) of battery 21 can be set directly as the SOH display value. Alternatively, the display device (HMI 18) can show the estimated capacity (C1) of battery 21 after degradation and the capacity (C0) of battery 21 in its initial state on the same screen. The internal resistance value of battery 21 can be used instead of the capacity maintenance rate.

[0055] The configurations of the vehicle body and the battery pack, which are in Fig.The configurations shown in Figure 1 can be modified as needed. In the embodiment above, the battery ECU 200 indirectly controls the HMI 18 (display device) via the vehicle ECU 100. However, the present disclosure is not limited to this, and the battery ECU 200 can be configured to directly control the HMI 18 (display device). Alternatively, the functions of the battery ECU 200 can be implemented in the vehicle ECU 100. The vehicle ECU 100 can estimate the degree of deterioration of the battery 21 based on information acquired by the battery ECU 200. The vehicle is not limited to a passenger car and can be a bus, a truck, or a work vehicle (such as a tractor or a forklift).

[0056] The embodiment disclosed herein should in every respect be regarded as illustrative and not as limiting. The scope of this disclosure is set forth in the claims and not in the above description of the embodiment, and is intended to encompass all modifications in meaning and scope that correspond to the claims. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2003 - 164 006 A [0002, 0003]

Claims

Vehicle comprising: a battery; a display device; and a control device, wherein the control device comprises a storage device configured to store a control program relating to the battery and a processor configured to execute the control program; the control device is configured to estimate the degree of battery deterioration and controls the display device to display a parameter indicating the estimated degree of battery deterioration;The control device is configured such that, when the control program has been rewritten, it determines whether the first identification information of the control program before the rewrite matches the second identification information of the control program after the rewrite; if the first identification information matches the second identification information, the display device controls the display to show a first trip distance specified in a predetermined format; and if the first identification information does not match the second identification information, the display device controls the display to show a second trip distance; the first trip distance is a cumulative trip distance traveled by the vehicle since a parameter update; and the second trip distance is a maximum value in the predetermined format. Vehicle according to claim 1, wherein the control device is configured to update the parameter each time a predetermined condition is met; the control device is configured to control the display device when the parameter has been updated to display a third driving distance; and the third driving distance is a minimum value in the predetermined format. Vehicle according to claim 2, wherein the control device is configured to control the display device so that either the first journey, the second journey or the third journey and the parameter are displayed on the same screen; and the control device is configured to update the parameter on the screen based on a current estimate of the degree of deterioration. Vehicle according to one of claims 1 to 3, wherein the vehicle is configured to drive using the electrical energy supplied by the battery; the predetermined format is a 16-bit binary format; and the second driving distance is 65535 km. Vehicle according to one of claims 1 to 3, further comprising an energy storage device containing the battery and the control device, wherein: the parameter is a capacity maintenance rate; the control device is configured to control a state of charge of the battery within a range from a lower state of charge limit to an upper state of charge limit; and the control device is configured to estimate a capacity of the battery within the range from the lower state of charge limit to the upper state of charge limit and calculates the capacity maintenance rate on the basis of the estimated capacity.

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