JP5817434B2 - Vehicle and vehicle control method - Google Patents

Description

  The present invention relates to control of a vehicle equipped with a power storage device and a power generation device using an engine as a power source.

  For example, Japanese Patent Laying-Open No. 2010-035277 (Patent Document 1) discloses a technique for supplying electric power from a battery mounted on a hybrid vehicle to an electric load outside the vehicle. In a hybrid vehicle, a technique for charging an in-vehicle battery using a generator that uses an engine as a power source is known.

JP 2010-035277 A

  By the way, in the case of supplying power to an electric load outside the vehicle, the vehicle is operated more in the case where the engine is operated and the electric power of the in-vehicle battery and the electric power generated by the power generator are used in combination than the electric power of the in-vehicle battery alone. It is possible to supply electric power for a long time to an external electric load. However, when the position of the vehicle is in a region where the stop of the stopped engine is required (for example, in a region where the idle stop regulations are applied), the engine needs to be stopped. On the other hand, even if the position of the vehicle is within the region, it is desirable to supply electric power to the electric load outside the vehicle by using both the power of the battery and the generated power in the event of a disaster.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a vehicle that supplies electric power to an electric load that is appropriately connected to the vehicle according to the current position of the vehicle and the surrounding situation. It is to provide a vehicle control method.

  A vehicle according to an aspect of the present invention includes an engine, a power generation device for generating generated power using the engine as a power source, a power storage device charged using the power generation device, and a current position of the vehicle while the vehicle is stopped. Based on whether or not the engine is in a stop area where the engine must be stopped, a first mode that allows the external load to be supplied with the generated power or the power of the power storage device, and the external load with the engine stopped And a control device for selecting any one of the second modes that allow the power supply of the power storage device to be supplied and supplying power from the vehicle to the external load according to the selected mode. .

Preferably, the control device selects the second mode when the current position is within the stop region.
More preferably, the control device selects the first mode when the current position is outside the stop region.

  More preferably, when the control device receives a predetermined signal from the outside of the vehicle, the control device selects the first mode when the current position is within the stop region.

  More preferably, the predetermined signal is a signal for notifying disaster information including information on the disaster area.

  More preferably, the vehicle further includes a navigation system. The control device specifies the current position using the navigation system.

  More preferably, the power storage device is a DC power source. The vehicle further includes a power conversion device for converting DC power of the power storage device into AC power. The vehicle has a shape that can be connected to a plug of an electric device, and is provided with an insertion port that can supply AC power from the power converter to the electric device when the plug is connected.

  A vehicle control method according to another aspect of the present invention is used for a vehicle equipped with an engine, a power generation device for generating power generation using the engine as a power source, and a power storage device charged using the power generation device. This is a vehicle control method. This vehicle control method allows the supply of generated power and power from a power storage device to an external load based on whether or not the current position of the vehicle is within a stop area where the engine must be stopped while the vehicle is stopped. Selecting either one of the first mode to be performed and the second mode allowing the power supply of the power storage device to the external load while suppressing the operation of the engine, and to the selected mode Therefore, the method includes supplying electric power from the vehicle to the external load.

  According to the present invention, for example, when the first mode is selected when the current position of the vehicle is outside the stop region, it is possible to supply power for a long time. Furthermore, if the second mode is selected when the current position of the vehicle is within the stop region, it is possible to supply power to the external load while following the duty to stop the engine. Furthermore, for example, when the first mode is selected when a signal indicating the occurrence of a disaster is received, it is possible to supply power for a long time when the disaster occurs. Therefore, an appropriate mode can be selected according to the current position of the vehicle and the surrounding situation. Therefore, it is possible to provide a vehicle and a vehicle control method for supplying power to an electric load appropriately connected to the vehicle according to the current position of the vehicle and the surrounding conditions.

1 is an overall block diagram of a vehicle according to an embodiment. It is a figure for demonstrating the communication form of a vehicle and a management server. It is a functional block diagram of ECU mounted in the vehicle which concerns on this Embodiment. It is a flowchart which shows the control structure of the program performed with ECU mounted in the vehicle which concerns on this Embodiment. It is a figure which shows the structure of another vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, an overall block diagram of hybrid vehicle 1 (hereinafter simply referred to as vehicle 1) according to the present embodiment will be described. The vehicle 1 includes an engine 10, a drive shaft 16, a first motor generator (hereinafter referred to as a first MG) 20, a second motor generator (hereinafter referred to as a second MG) 30, and a power split device 40. A reduction gear 58, a PCU (Power Control Unit) 60, an inverter 62, a first outlet 64, a second outlet 65, a discharge switch 66, a navigation system 68, a receiving device 69, a battery 70, Drive wheel 80 and ECU (Electronic Control Unit) 200 are included.

  The vehicle 1 travels with driving force output from at least one of the engine 10 and the second MG 30. The power generated by the engine 10 is divided into two paths by the power split device 40. One of the two routes is a route transmitted to the drive wheel 80 via the speed reducer 58, and the other route is a route transmitted to the first MG 20.

  First MG 20 and second MG 30 are, for example, three-phase AC rotating electric machines. First MG 20 and second MG 30 are driven by PCU 60.

  The first MG 20 has a function as a generator that generates power using the power of the engine 10 divided by the power split device 40 and charges the battery 70 via the PCU 60. Further, first MG 20 receives electric power from battery 70 and rotates a crankshaft that is an output shaft of engine 10. Thus, the first MG 20 has a function as a starter for starting the engine 10.

  Second MG 30 has a function as a driving motor that applies driving force to driving wheels 80 using at least one of the electric power stored in battery 70 and the electric power generated by first MG 20. Second MG 30 also has a function as a generator for charging battery 70 via PCU 60 using electric power generated by regenerative braking.

  The engine 10 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. The engine 10 includes a plurality of cylinders 102 and a fuel injection device 104 that supplies fuel to each of the plurality of cylinders 102. One or more cylinders 102 may be provided.

  Based on the control signal S1 from the ECU 200, the fuel injection device 104 injects an appropriate amount of fuel to each cylinder at an appropriate time, or stops fuel injection to each cylinder.

  Further, an engine speed sensor 11 is provided at a position facing the crankshaft of the engine 10. The engine rotation speed sensor 11 detects the rotation speed Ne (hereinafter referred to as engine rotation speed) Ne of the crankshaft of the engine 10. The engine rotation speed sensor 11 transmits a signal indicating the detected engine rotation speed Ne to the ECU 200.

  Power split device 40 is a power transmission device that mechanically connects each of the three elements of drive shaft 16 connected to drive wheels 80, the output shaft of engine 10, and the rotation shaft of first MG 20. The power split device 40 enables transmission of power between the other two elements by using any one of the three elements described above as a reaction force element. The rotation shaft of second MG 30 is connected to drive shaft 16.

  Power split device 40 is a planetary gear mechanism including sun gear 50, pinion gear 52, carrier 54, and ring gear 56. Pinion gear 52 meshes with each of sun gear 50 and ring gear 56. The carrier 54 supports the pinion gear 52 so as to be capable of rotating, and is connected to the crankshaft of the engine 10. Sun gear 50 is coupled to the rotation shaft of first MG 20. Ring gear 56 is coupled to the rotation shaft of second MG 30 and reduction gear 58 via drive shaft 16.

  Reducer 58 transmits the power from power split device 40 and second MG 30 to drive wheels 80. Reducer 58 transmits the reaction force from the road surface received by drive wheels 80 to power split device 40 and second MG 30.

  PCU 60 converts the DC power stored in battery 70 into AC power for driving first MG 20 and second MG 30. PCU 60 includes a converter and an inverter (both not shown) controlled based on control signal S2 from ECU 200. The converter boosts the voltage of the DC power received from battery 70 and outputs it to the inverter. The inverter converts the DC power output from the converter into AC power and outputs the AC power to first MG 20 and / or second MG 30. Thus, first MG 20 and / or second MG 30 are driven using the electric power stored in battery 70. The inverter converts AC power generated by the first MG 20 and / or the second MG 30 into DC power and outputs the DC power to the converter. The converter steps down the voltage of the DC power output from the inverter and outputs the voltage to battery 70. Thereby, battery 70 is charged using the electric power generated by first MG 20 and / or second MG 30. The converter may be omitted.

  The battery 70 is a power storage device and is a rechargeable DC power source. As the battery 70, for example, a secondary battery such as nickel metal hydride or lithium ion is used. The voltage of the battery 70 is about 200V, for example. Battery 70 may be charged using electric power supplied from an external power source (not shown) in addition to being charged using electric power generated by first MG 20 and / or second MG 30 as described above. The battery 70 is not limited to a secondary battery, but may be a battery capable of generating a DC voltage, such as a capacitor, a solar battery, or a fuel battery.

  The battery 70 is provided with a battery temperature sensor 156, a current sensor 158, and a voltage sensor 160.

  Battery temperature sensor 156 detects battery temperature TB of battery 70. Battery temperature sensor 156 transmits a signal indicating battery temperature TB to ECU 200.

  Current sensor 158 detects current IB of battery 70. Current sensor 158 transmits a signal indicating current IB to ECU 200.

  Voltage sensor 160 detects voltage VB of battery 70. Voltage sensor 160 transmits a signal indicating voltage VB to ECU 200.

  ECU 200 estimates the remaining capacity of battery 70 (described as SOC (State Of Charge) in the following description) based on current IB of battery 70, voltage VB, and battery temperature TB. ECU 200 estimates, for example, OCV (Open Circuit Voltage) based on current IB, voltage VB, and battery temperature TB, and estimates the SOC of battery 70 based on the estimated OCV and a predetermined map. Also good. Alternatively, ECU 200 may estimate the SOC of battery 70 by, for example, integrating the charging current and discharging current of the battery.

  Charging device 78 charges battery 70 using electric power supplied from external power supply 402 when charging plug 400 is attached to vehicle 1. Charging plug 400 is connected to one end of charging cable 404. The other end of charging cable 404 is connected to external power supply 402. The positive terminal of the charging device 78 is connected to a power supply line that connects the positive terminal of the PCU 60 and the positive terminal of the battery 70. The negative terminal of the charging device 78 is connected to an earth line that connects the negative terminal of the PCU 60 and the negative terminal of the battery 70.

  The positive terminal of the inverter 62 is connected to a power supply line that connects the battery 70 and the PCU 60, and the negative terminal of the inverter 62 is connected to an earth line that connects the battery 70 and the PCU 60. Inverter 62 converts DC power supplied from battery 70 into AC power based on control signal S3 from ECU 200. When an electrical device is connected to a first outlet 64 or a second outlet 65 described later, the inverter 62 supplies the converted AC power to the electrical device connected to the first outlet 64 or the second outlet 65. . The AC voltage supplied from the inverter 62 to the electrical device is, for example, a predetermined voltage and is, for example, about AC 100V.

  The first outlet 64 is provided in the vehicle 1. When the power plug of the electrical device is connected to the first outlet 64, the electrical device is operated by AC power supplied from the inverter 62. The electrical device connected to the first outlet 64 is, for example, an electrical device that operates with AC power other than the electrical device mounted on the vehicle 1 and is brought into the vehicle 1.

  The second outlet 65 is provided toward the outside of the vehicle 1. The second outlet 65 is covered with, for example, a lid or a cover, and can be used by moving the lid or removing the cover during use. When the power plug 710 of the electric device 700 is connected to the second outlet 65, the electric device 700 is operated by AC power supplied from the inverter 62. The electric device 700 connected to the second outlet 65 is, for example, an electric device that operates with AC power other than the electric device mounted on the vehicle 1 and is an electric device outside the vehicle 1.

  The first outlet 64 and the second outlet 65 have a shape that can be connected to a plug of an electric device, and the difference in which AC power can be supplied from the inverter 62 to the electric device when the plug of the electric device is connected. It is a gangway.

  The discharge switch 66 is a switch for enabling the first outlet 64 and the second outlet 65. The discharge switch 66 may be a lever switch, a push button, or a momentary switch, for example. Alternatively, instead of the discharge switch 66, the first outlet 64 and the second outlet 65 may be made available by operating the touch panel.

  When the driver turns on the discharge switch 66, an on signal is transmitted from the discharge switch 66 to the ECU 200. When the ECU 200 receives the ON signal from the discharge switch 66, the ECU 200 generates a control signal S <b> 3 so that the inverter 62 operates and transmits the control signal S <b> 3 to the inverter 62. Inverter 62 performs an operation of converting DC power supplied from battery 70 into AC power in response to reception of control signal S3 from ECU 200.

  When the driver performs an off operation on the discharge switch 66, an off signal is transmitted from the discharge switch 66 to the ECU 200. Alternatively, transmission of the ON signal from the discharge switch 66 is stopped. When receiving an off signal from discharge switch 66 or not receiving an on signal, ECU 200 generates control signal S3 so as to stop the operation of inverter 62 and transmits it to inverter 62. In response to reception of control signal S3 from ECU 200, the operation of inverter 62 is stopped.

  In the present embodiment, ECU 200 will be described as operating inverter 62 when discharge switch 66 is turned on. For example, ECU 200 is connected to first outlet 64 or second outlet 65 with a plug of an electrical device. When it is detected that is connected, the inverter 62 may be operated.

  The first resolver 12 is provided in the first MG 20. The first resolver 12 detects the rotational speed Nm1 of the first MG 20. The first resolver 12 transmits a signal indicating the detected rotation speed Nm1 to the ECU 200.

  The second resolver 13 is provided in the second MG 30. The second resolver 13 detects the rotational speed Nm2 of the second MG 30. The second resolver 13 transmits a signal indicating the detected rotation speed Nm2 to the ECU 200.

  The wheel speed sensor 14 detects the rotational speed Nw of the drive wheel 80. The wheel speed sensor 14 transmits a signal indicating the detected rotation speed Nw to the ECU 200. ECU 200 calculates speed V of vehicle 1 based on the received rotational speed Nw. ECU 200 may calculate speed V of vehicle 1 based on rotation speed Nm2 of second MG 30 instead of rotation speed Nw.

  The navigation system 68 acquires the current position of the vehicle 1. The navigation system 68 may acquire the current position of the vehicle 1 using, for example, GPS (Global Positioning System). Alternatively, the navigation system 68 receives and receives information on the current position of the vehicle 1 from base stations around the vehicle 1 (for example, a base station of a mobile phone or a base station of a wireless LAN (Local Area Network)). You may make it acquire the present position of the vehicle 1 based on information. Alternatively, when the initial position of the vehicle 1 is registered in advance in association with the position on the map stored in the memory, the navigation system 68 is based on the travel history such as the steering angle, speed, and travel time of the vehicle 1. Then, the movement amount from the initial position may be calculated, and the current position of the vehicle 1 may be acquired based on the initial position and the calculated movement amount. The navigation system 68 transmits a signal indicating the acquired current position of the vehicle 1 to the ECU 200. The current position of the vehicle 1 may be a position specified by absolute position coordinates such as latitude and longitude, or may be a position specified on a map stored in a memory.

  Map information is stored in the memory of the navigation system 68. The navigation system 68 displays the current position of the vehicle 1 specified on the map using a display device or the like, thereby notifying the driver of the current position of the vehicle 1 or indicating the route to the destination of the vehicle 1. Or provide it to the crew. The memory of the navigation system 68 further stores information about a stop area (for example, an area to which laws such as the idle stop regulations are applied) where the stop of the stopped engine 10 is obligatory. For example, the navigation system 68 may receive update information about the map information or the stop area by connecting to an external communication network using a receiving device 69 described later.

  The receiving device 69 receives disaster information from the outside of the vehicle 1. The disaster information includes information related to the disaster area. As illustrated in FIG. 2, the reception device 69 may receive disaster information transmitted from the transmission device 302 of the management server 300 via the communication satellite 304. Alternatively, the reception device 69 may receive disaster information transmitted from the transmission device 302 of the management server 300 via the mobile base station 306. Alternatively, the receiving device 69 may receive disaster information transmitted from the management server 300 via the communication network 308 and the base station 310.

  The management server 300 transmits disaster information via the communication satellite 304, the mobile base station 306, or the base station 310 when a disaster occurs in the area managed by the management server 300. If the management server 300 can limit the area where the disaster information is transmitted, the management server 300 can transmit the disaster information limited to the area where the disaster occurred (hereinafter referred to as the disaster occurrence area) and a predetermined peripheral area adjacent thereto. Good. Alternatively, the management server 300 may transmit information for specifying a region where a disaster has occurred on a map.

  The receiving device 69 may receive update information about the above-described map information or stop area, and is provided separately from the receiving apparatus that receives update information about the above-described map information or stop area. It may be a thing. When the disaster information is received from the management server 300, the ECU 200 may store the contents of the disaster information or the fact that the disaster information has been received in the memory.

  ECU 200 generates a control signal S1 for controlling engine 10, and outputs the generated control signal S1 to engine 10. ECU 200 also generates a control signal S2 for controlling PCU 60 and outputs the generated control signal S2 to PCU 60. Further, ECU 200 generates a control signal S4 for controlling charging device 78, and outputs the generated control signal S4 to charging device 78.

  The ECU 200 controls the entire hybrid system, that is, the charging / discharging state of the battery 70 and the operating states of the engine 10, the first MG 20 and the second MG 30 so that the vehicle 1 can operate most efficiently by controlling the engine 10, the PCU 60, and the like. .

  ECU 200 calculates a required driving force corresponding to the stroke amount of an accelerator pedal provided in the driver's seat. ECU 200 controls the torque of first MG 20 and second MG 30 and the output of engine 10 in accordance with the calculated required driving force.

  In the vehicle 1 having the above-described configuration, the ECU 200 operates the inverter 62 to operate the first outlet 64 or the second outlet 65 when the ON operation is performed on the discharge switch 66 as described above. AC power can be supplied to the electrical equipment connected to the.

  For example, when supplying electric power to an electric load outside the vehicle 1, the engine is operated and the electric power of the battery 70 and the electric power generated by the first MG 20 are used together than the electric power of the battery 70 alone. Also, it is possible to supply power to the electric load for a long time. However, when the position of the vehicle 1 is within a stop region where the stop of the engine 10 that is stopped is obligatory (for example, within a region where regulations such as the idle stop regulations are applied), it is necessary to stop the engine 10. is there. On the other hand, even if the position of the vehicle 1 is within the stop area, it is desirable to supply electric power to the electric load by using both the electric power of the battery 70 and the generated electric power when a disaster occurs.

  Therefore, in the present embodiment, ECU 200 allows the supply of generated power or power of battery 70 to the external load based on whether or not the current position of vehicle 1 is within the stop region. The vehicle is selected in accordance with the selected mode by selecting one of the mode and the second supply mode in which the power supply of the battery 70 is allowed to the external load with the engine 10 stopped. A feature is that power is supplied from 1 to an external load.

  Specifically, ECU 200 selects the second supply mode when the current position of stopped vehicle 1 is within the stop region. Furthermore, ECU 200 selects the first supply mode when the current position of vehicle 1 is outside the stop region. Furthermore, when the ECU 200 receives a predetermined signal from the outside of the vehicle 1, the ECU 200 selects the first supply mode even when the current position of the stopped vehicle 1 is within the stop region. The predetermined signal is a signal for notifying disaster information including information on the disaster area.

  FIG. 3 shows a functional block diagram of ECU 200 mounted on vehicle 1 according to the present embodiment. ECU 200 includes a switch determination unit 202, a stop determination unit 204, a position determination unit 206, a reception determination unit 208, a mode selection unit 210, and a discharge control unit 212.

  The switch determination unit 202 determines whether an on operation has been performed on the discharge switch 66. The switch determination unit 202 determines that an ON operation has been performed on the discharge switch 66 when an ON signal is received from the discharge switch 66. The switch determination unit 202 determines that the ON operation is not performed on the discharge switch 66 when the OFF signal is received from the discharge switch 66 or when the ON signal is not received. Note that the switch determination unit 202 may turn on the switch determination flag when an on operation is performed on the discharge switch 66, for example.

  The stop determination unit 204 determines whether or not the vehicle 1 is stopped. For example, the stop determination unit 204 determines that the vehicle 1 is stopped when the speed V of the vehicle 1 is equal to or less than a threshold value V (0) for determining that the vehicle 1 is in a stop state. For example, the stop determination unit 204 may determine that the vehicle 1 is stopped when the shift position is a parking position. Alternatively, the stop determination unit 204 may determine that the vehicle 1 is stopped when the system of the vehicle 1 is stopped. The stop determination unit 204 may turn on the stop determination flag when it is determined that the vehicle 1 is stopped.

  The position determination unit 206 determines whether or not the current position of the vehicle 1 is within the stop area. The position determination unit 206 determines whether or not the current position of the vehicle 1 received from the navigation system 68 is within the stop area.

  For example, the position determination unit 206 may receive information about the current position of the vehicle 1 and the stop area from the navigation system 68 and determine whether the current position of the vehicle 1 is within the stop area. Alternatively, the position determination unit 206 receives, for example, a determination result as to whether or not the current position of the vehicle 1 is within the stop area from the navigation system 68, and determines whether or not the current position of the vehicle 1 is within the stop area. May be determined.

  For example, the position determination unit 206 may determine whether or not the current position of the vehicle 1 is within the stop area when the discharge switch 66 is turned on. Alternatively, the position determination unit 206 may determine whether or not the current position of the vehicle 1 is within the stop area when it is determined that the vehicle 1 has stopped.

  Note that the position determination unit 206 may turn on the position determination flag when the current position of the vehicle 1 is within the stop region, for example.

  The reception determination unit 208 determines whether disaster information has been received from the management server 300. For example, the reception determination unit 208 may determine that the disaster information has been received when the disaster information is continuously received from the management server 300, or may be determined by a predetermined time before the present time. If there is a history of receiving disaster information from the time to the current time, it may be determined that the disaster information has been received. Note that the reception determination unit 208 may turn on the reception determination flag when disaster information is received from the management server 300, for example.

  When the ON operation is performed on the discharge switch 66, the mode selection unit 210 performs the first supply mode and the second supply mode based on the state of the vehicle 1, the current position of the vehicle 1, and whether or not disaster information is received. Select one of these.

  Specifically, the mode selection unit 210 selects the first supply mode when the stop determination unit 204 determines that the vehicle 1 is not stopped. The mode selection unit 210 selects the first supply mode when the stop determination unit 204 determines that the vehicle 1 is stopped and the position determination unit 206 determines that the current position of the vehicle 1 is not within the stop region. .

  The mode selection unit 210 determines that the vehicle 1 is stopped by the stop determination unit 204, determines that the current position of the vehicle 1 is within the stop region by the position determination unit 206, and receives the determination unit 208. If it is determined that no disaster information is received, the second supply mode is selected.

  Further, the mode selection unit 210 determines that the vehicle 1 is stopped by the stop determination unit 204, determines that the current position of the vehicle 1 is within the stop area by the position determination unit 206, and receives the determination unit 208. If it is determined that the disaster information has been received, the first supply mode is selected.

  Note that the mode selection unit 210 may select the first supply mode, for example, when the stop determination flag is in an off state. For example, when the stop determination flag is on and the position determination flag is off, the mode selection unit 210 may select the first supply mode. The mode selection unit 210 may select the second supply mode when the stop determination flag is on, the position determination flag is on, and the reception determination flag is off. Further, the mode selection unit 210 may select the first supply mode when all of the stop determination flag, the position determination flag, and the reception determination flag are on.

  The discharge control unit 212 performs discharge control according to the mode selected by the mode selection unit 210. For example, when the first supply mode is selected and the SOC of the battery 70 is greater than the threshold value SOC (0), the discharge control unit 212 is in a state where the engine 10 is stopped. The electric power of the battery 70 is supplied to the electric device connected to the first outlet 64 or the second outlet 65 via the inverter 62.

  In addition, for example, when the first supply mode is selected and the SOC of the battery 70 is equal to or lower than the threshold SOC (0), the discharge control unit 212 adds to the power of the battery 70. Then, the generated electric power generated in the first MG 20 by operating the engine 10 is supplied to an electrical device connected to the first outlet 64 or the second outlet 65 via the inverter 62.

  The discharge control unit 212 allows the operation of the engine 10 when the first supply mode is selected. Therefore, when the first supply mode is selected, the discharge control unit 212 may start the engine 10 regardless of the SOC of the battery 70 when the engine 10 is in a stopped state.

  The discharge control unit 212 prohibits starting of the engine 10 when the second supply mode is selected. That is, when the second supply mode is selected, the discharge control unit 212 stops the engine 10 when the engine 10 is in an operating state.

  For example, when the second supply mode is selected and the SOC of the battery 70 is greater than the threshold value SOC (0), the discharge control unit 212 is in a state where the engine 10 is stopped. The electric power of the battery 70 is supplied to the electric device connected to the first outlet 64 or the second outlet 65 via the inverter 62.

  In addition, for example, when the second supply mode is selected and the SOC of the battery 70 is equal to or lower than the threshold SOC (0), the discharge control unit 212 does not operate the inverter 62. Alternatively, the operation of the inverter 62 is stopped. That is, the discharge control unit 212 stops the power supply to the electrical equipment connected to the first outlet 64 or the second outlet 65.

  Threshold SOC (0) is not particularly limited as long as it is a value that secures the amount of power necessary to start engine 10 using first MG 20, for example.

  In the present embodiment, the switch determination unit 202, the stop determination unit 204, the position determination unit 206, the reception determination unit 208, the mode selection unit 210, and the discharge control unit 212 are all stored in the memory of the CPU of the ECU 200. Although the description will be made assuming that the program is realized by executing a stored program and functions as software, it may be realized by hardware. Such a program is recorded in a storage medium and installed in the vehicle 1.

  With reference to FIG. 4, a control structure of a program executed by ECU 200 mounted on vehicle 1 according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, ECU 200 determines whether or not ON operation has been performed on discharge switch 66. If ON operation is performed on discharge switch 66 (YES in S100), the process proceeds to S102. If not (NO in S100), the process returns to S100.

  In S102, ECU 200 determines whether or not vehicle 1 is stopped. If vehicle 1 is stopped (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S108.

  In S104, ECU 200 determines whether or not the current position of vehicle 1 is within the stop region. If the current position of vehicle 1 is within the stop area (YES in S104), the process proceeds to S106. If not (NO in S104), the process proceeds to S108.

  In S106, ECU 200 determines whether disaster information has been received from management server 300 or not. If disaster information has been received from management server 300 (YES in S106), the process proceeds to S108. If not (NO in S106), the process proceeds to S110.

  In S108, ECU 200 selects the first supply mode. In S110, ECU 200 selects the second supply mode. In S112, ECU 200 executes discharge control in accordance with the selected mode.

  An operation of ECU 200 mounted on vehicle 1 according to the present embodiment based on the above-described structure and flowchart will be described.

<When the current position of the vehicle 1 is outside the stop area>
For example, it is assumed that the vehicle 1 is stopped outside a stop area where the engine must be stopped while the vehicle is stopped. Further, it is assumed that an occupant of vehicle 1 connects an electrical device to first outlet 64 or second outlet 65 and turns on discharge switch 66 while vehicle 1 is stopped (YES in S100). YES in S102).

  If the current position of vehicle 1 acquired using navigation system 68 is outside the stop area (NO in S104), the first supply mode is selected (S108). That is, ECU 200 controls inverter 62 and PCU 60 so as to supply electric power to the electrical equipment connected to first outlet 64 or second outlet 65 using the electric power of battery 70 and the generated electric power together (S110).

  When the first supply mode is selected and the SOC of the battery 70 is larger than the threshold value, the ECU 200 causes the power of the battery 70 to be supplied from the first outlet 64 with the engine 10 stopped. Alternatively, the inverter 62 is controlled so as to be supplied to an electric device connected to the second outlet 65.

  When the first supply mode is selected and the SOC of the battery 70 is equal to or lower than the threshold value, the ECU 200 controls the PCU 60 using the first MG 20 so that the engine 10 is started. ECU 200 controls PCU 60 so that power is generated in first MG 20 using engine 10 as a power source after engine 10 is started. The ECU 200 controls the inverter 62 so that the generated power or the power of the battery 70 is supplied to the electric device connected to the first outlet 64 or the second outlet 65.

<When the current position of the vehicle 1 is within the stop area>
For example, it is assumed that the vehicle 1 is stopped in the stop area. Further, it is assumed that an occupant of vehicle 1 connects an electrical device to first outlet 64 or second outlet 65 and turns on discharge switch 66 while vehicle 1 is stopped (YES in S100). YES in S102).

  If the current position of vehicle 1 acquired using navigation system 68 is within the stop area (YES in S104) and no disaster information is received from management server 300 (NO in S106), 2 supply mode is selected (S110). That is, the ECU 200 controls the inverter 62 so that the electric power of the battery 70 is supplied to the electrical device connected to the first outlet 64 or the second outlet 65 with the engine 10 stopped. ECU 200 stops the operation of inverter 62 and stops the supply of electric power to the electric device using battery 70 when the SOC of battery 70 is lower than threshold value SOC (0).

  On the other hand, when the current position of the stopped vehicle 1 is within the stop area (YES in S102, YES in S104) and disaster information is received from the management server 300 (YES in S106), the first A supply mode is selected (S108). That is, ECU 200 controls inverter 62 and PCU 60 so as to supply electric power to the electrical equipment connected to first outlet 64 or second outlet 65 using the electric power of battery 70 and the generated electric power together (S110). Since the operation when the first supply mode is selected is as described above, detailed description thereof will not be repeated.

  As described above, according to the vehicle 1 according to the present embodiment, the first outlet 64 or the second outlet is selected by selecting the first supply mode when the current position of the stopped vehicle 1 is outside the stop region. Compared with the case where the second supply mode is selected for the electrical equipment connected to the outlet 65, it is possible to supply power for a long time. Further, when the current position of the stopped vehicle 1 is within the stop area and no disaster information is received, the second supply mode is selected, and the first outlet 64 or Electric power can be supplied to the electrical device connected to the outlet 65. Furthermore, when the current position of the stopped vehicle 1 is within the stop area and disaster information is received, the first outlet 64 or the second outlet 65 is selected when a disaster occurs by selecting the first supply mode. Compared with the case where the second supply mode is selected for the electrical equipment connected to the power supply, it is possible to supply power for a long time. Therefore, it is possible to select an appropriate power supply mode to the external load according to the current position of the vehicle and the surrounding conditions. Therefore, it is possible to provide a vehicle and a vehicle control method for supplying power to an electric load appropriately connected to the vehicle according to the current position of the vehicle and the surrounding conditions.

  In the present embodiment, the first supply mode can be selected in the stop area when disaster information is received. However, the stop is performed when a predetermined signal is received from a base station or satellite around the vehicle 1. It is only necessary to be able to select the first supply mode within the area, and the present invention is not particularly limited to the case where disaster information is received.

  The predetermined signal may be, for example, a signal indicating that it is outside the engine stop duty time zone when the engine stop duty time zone is defined in the stop region.

  Further, ECU 200 may determine whether or not the current position of vehicle 1 is within the disaster occurrence area and a predetermined peripheral area adjacent to the disaster occurrence area, instead of determining whether or not disaster information has been received. .

  For example, when the disaster information is received from the management server 300, the ECU 200 identifies the disaster occurrence area on the map based on the received disaster information, and the current position of the vehicle 1 received from the navigation system 68 is within the disaster occurrence area. It may be determined whether or not. When the current position of the vehicle 1 is within the disaster occurrence area, the ECU 200 may select the first supply mode even within the stop area.

  In addition, in FIG. 1, although the vehicle 1 which uses the drive wheel 80 as a front wheel was shown as an example, it is not limited to such a drive system in particular. For example, the vehicle 1 may have a rear wheel as a driving wheel. Alternatively, vehicle 1 may be a vehicle in which second MG 30 in FIG. 1 is coupled to a drive shaft for driving rear wheels instead of front wheel drive shaft 16. Further, a speed change mechanism may be provided between drive shaft 16 and speed reducer 58 or between drive shaft 16 and second MG 30.

  Alternatively, the vehicle 1 may have a configuration as shown in FIG. Specifically, the vehicle 1 shown in FIG. 5 does not have the second MG 30 and the rotation shaft of the first MG 20 is directly connected to the output shaft of the engine 10 as compared with the configuration of the vehicle 1 of FIG. And a point that a power transmission device 42 having the clutch 22 is included instead of the power split device 40. Clutch 22 changes first MG 20 and drive wheel 80 between the power transmission state and the power cutoff state. The power transmission device 42 is, for example, a speed change mechanism. In addition to the clutch 22, a clutch (broken line in FIG. 9) may be further provided between the engine 10 and the first MG 20. In the vehicle 1 of FIG. 5, for example, when the discharge switch 66 is turned on while the vehicle is stopped and the first supply mode is selected, the ECU 200 sets the power transmission device 42 to the power cut-off state. You may control the clutch 22 so that it may become.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 10 engine, 11 Engine rotational speed sensor, 12, 13 Resolver, 14 Wheel speed sensor, 16 Drive shaft, 20, 30 MG, 22 Clutch, 40 Power split device, 42 Power transmission device, 50 Sun gear, 52 Pinion gear , 54 carrier, 56 ring gear, 58 speed reducer, 60 PCU, 62 inverter, 64, 65 outlet, 66 discharge switch, 68 navigation system, 69 receiver, 70 battery, 78 charger, 80 drive wheel, 102 cylinder, 104 fuel Injecting device, 156 battery temperature sensor, 158 current sensor, 160 voltage sensor, 200 ECU, 202 switch determination unit, 204 stop determination unit, 206 position determination unit, 208 reception determination unit, 210 mode selection unit, 212 discharge control unit 300 management server 302 transmits device 304 communications satellite 306 mobile base station, 308 network, 310 base station, 400 charging plug, 402 external power supply, 404 charging cable, 700 electrical device, 710 power plug.

Claims (6)

Engine,
A power generation device for generating generated power using the engine as a power source;
A power storage device charged using the power generation device;
A first mode that allows supply of the generated power or the power storage device to an external load based on whether or not the current position of the vehicle is within a stop region where the engine must be stopped while the vehicle is stopped And a second mode in which power supply of the power storage device is allowed to the external load with the engine stopped, and the mode is selected according to the selected mode. A control device for supplying electric power from a vehicle to the external load,
The control device selects the second mode when the current position is within the stop area,
The control device, when receiving a predetermined signal from the outside of the vehicle , selects the first mode even when the current position is within the stop area . The vehicle according to claim 1, wherein the control device selects the first mode when the current position is outside the stop area. Wherein the predetermined signal is a signal for notifying the disaster information including information on the disaster area, the vehicle according to claim 1 or 2. The vehicle further includes a navigation system,
The vehicle according to any one of claims 1 to 3 , wherein the control device specifies the current position using the navigation system. The power storage device is a DC power source,
The vehicle further includes a power conversion device for converting DC power of the power storage device into AC power,
The vehicle has a shape that can be connected to a plug of an electric device, and when the plug is connected, an insertion port is provided that can supply the AC power from the power converter to the electric device. The vehicle according to any one of claims 1 to 4 . A control method for a vehicle used in a vehicle equipped with an engine, a power generation device for generating generated power using the engine as a power source, and a power storage device charged using the power generation device,
A first mode that allows supply of the generated power and the power storage device to an external load based on whether or not the current position of the vehicle is within a stop region where the engine must be stopped while the vehicle is stopped And selecting one of the modes in a second mode in which power supply of the power storage device is allowed to the external load while suppressing the operation of the engine;
See containing and supplying power to said external load from said vehicle in accordance with the selected mode,
The step of selecting one of the first mode and the second mode includes:
Selecting the second mode when the current position is within the stop area;
And a step of selecting the first mode even when the current position is within the stop area when a predetermined signal is received from the outside of the vehicle.

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