JP2014091467A - Control apparatus of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus of a hybrid vehicle which systematically consumes fuel stored in the hybrid vehicle before the fuel is deteriorated to suppress that the fuel is wasted due to deterioration.SOLUTION: A control apparatus 30 predicts a period in which fuel stored in a fuel tank 20 is deteriorated based on ambient temperature of a hybrid vehicle 10. Then, the apparatus 30 determines a plan for utilizing an engine 11 so as to switch a travel mode only with driving force of a motor generator 14 to a travel mode for utilizing driving force of the engine 11 in travel of the vehicle 10, which is scheduled in future in order to increase a utilization ratio of the engine 11 when fuel which is not consumed before a predicted deterioration period exists. In addition, when the travel of the vehicle 10 is not scheduled, the apparatus 30 drives a motor generator 13 by the driving force of the engine 11, consumes the fuel which may be consumed, and converts the consumed fuel into power.

Description

  The present invention relates to a control device for a hybrid vehicle that travels by a driving force by a motor using electric power and a driving force by an engine using fuel.

  Conventionally, for example, a vehicle control device as shown in Patent Document 1 below is known. This conventional vehicle control apparatus includes a deterioration degree detection sensor that detects a degree of deterioration of a fuel that is mounted on a fuel tank that contains fuel used by the engine in a vehicle that runs using a motor and an engine as power, and a degree of deterioration detection. A control unit that controls the use ratio of the motor and the engine according to the detection result of the sensor is provided. As a result, the use ratio of the motor can be increased as the degree of deterioration of the fuel increases, and the engine is prevented from being damaged due to the deterioration of the fuel.

  Conventionally, for example, a hybrid vehicle control device and a hybrid control method as shown in Patent Document 2 below are also known. This conventional hybrid vehicle control device and control method obtains information indicating the usage status of the internal combustion engine of the host vehicle, and based on the information indicating the usage status, the internal combustion engine is unused for a predetermined period. If the internal combustion engine is not determined to be unused for a predetermined period, the vehicle is driven using the electric motor. If the internal combustion engine is determined to be unused for a predetermined period, the internal combustion engine is determined. The vehicle is made to travel using. Further, when it is determined that the internal combustion engine is unused for a predetermined period, a notification is made to prompt the user to replace the fuel. As a result, deterioration of the fuel and the internal combustion engine is suppressed.

  Conventionally, for example, a hybrid vehicle as shown in Patent Document 3 below is also known. The hybrid vehicle includes a control device that determines operation and stop of the engine according to the state of charge of a battery that can be charged from the outside of the vehicle. When the control device detects deterioration of the fuel in the fuel tank, the fuel vehicle The passenger is notified that the vehicle has deteriorated, or the deteriorated fuel is discharged from the fuel tank without being sent to the engine.

  Furthermore, conventionally, for example, a control device and a control method as shown in Patent Document 4 below are also known. This conventional control device controls the running of a vehicle using an internal combustion engine and an electric motor as drive sources, and stores a storage unit that stores information related to control, a fuel consumption amount for each past predetermined period, and vehicle operation information. Appropriate fuel supply amount that can be consumed in a predetermined fuel consumption period based on the history information storage process stored in the storage unit and the fuel consumption amount or vehicle operation information in the past predetermined period stored in the storage unit A control unit that executes a fuel supply amount calculation process and an output process that outputs information related to the fuel supply amount calculated by the appropriate fuel supply amount calculation process to the outside is provided. Thus, an appropriate fuel supply amount (fuel replenishment amount) that can be consumed in a predetermined fuel consumption period in which the fuel does not deteriorate is calculated and presented.

JP 2010-221802 A JP 2008-149972 A JP 2008-302772 A JP 2010-242692 A

  In the conventional apparatuses and hybrid vehicles disclosed in Patent Documents 1 to 3, deteriorated fuel is not supplied to the internal combustion engine (engine). In other words, these conventional devices and hybrid vehicles are based on the assumption that deteriorated fuel is generated, and the fuel (fuel cost) may be wasted because the deteriorated fuel cannot be used. On the other hand, in the conventional apparatus and method shown in Patent Document 4, an appropriate fuel supply amount that can be consumed within the fuel consumption period is presented so that no deteriorated fuel is generated. . However, even when an appropriate fuel supply amount is refueled based on the past results, there is a possibility that deteriorated fuel may be generated due to the actual operating state of the vehicle differing from the results. In this case, fuel (fuel cost) may be wasted.

  The present invention has been made to cope with the above-described problems, and one of the purposes is to intentionally consume the fuel stored in the hybrid vehicle until it deteriorates, and waste the fuel due to the deterioration. An object of the present invention is to provide a control device for a hybrid vehicle that suppresses this.

  In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention travels by a driving force by a motor using electric power stored in a power storage device and a driving force by an engine using fuel stored in a fuel tank. It is applied to a hybrid vehicle. And the control apparatus of the hybrid vehicle by this invention is equipped with the control means which controls operation | movement of the said motor and the said engine centrally.

  The hybrid vehicle control device according to the present invention is characterized in that the control means indicates the amount of fuel that will deteriorate without being consumed by the engine by the time when the fuel stored in the fuel tank deteriorates. When the hybrid vehicle is scheduled to run by the time when the fuel deteriorates when the amount of deterioration is present, the engine drive with respect to the driving force of the motor in the driving force for driving the hybrid vehicle The engine utilization ratio representing the force ratio is to be made larger than at least when the deterioration amount does not exist. In this case, the control means predicts a deterioration amount indicating a deterioration amount representing the amount of fuel that will be consumed without being consumed by the engine by the time when the fuel stored in the fuel tank deteriorates. Means for determining whether or not there is a fuel that deteriorates based on the presence of the deterioration amount predicted by the deterioration amount prediction means, and the deterioration based on the determination by the deterioration fuel presence determination means. The engine representing the ratio of the driving force of the engine to the driving force of the motor in the driving force that causes the hybrid vehicle to travel when the hybrid vehicle travels by the time when the fuel deteriorates when the amount is present It is also possible to provide utilization ratio changing means for increasing the utilization ratio at least when the deterioration amount does not exist.

  According to this, when it is predicted that the fuel stored in the fuel tank is deteriorated and the deterioration amount exists, the control means can increase the use ratio of the engine when the hybrid vehicle travels. . As a result, the fuel corresponding to the deterioration amount by the engine can be systematically consumed before the fuel deteriorates. Therefore, it is possible to reliably prevent the fuel stored in the fuel tank from being wasted.

  In this case, the control means can predict the deterioration amount by using a consumption amount that represents the amount of fuel consumed by the engine that changes in accordance with the usage status of the hybrid vehicle. In this case, the deterioration amount prediction means of the control means predicts the deterioration amount by using a consumption amount that represents the amount of fuel consumed by the engine that changes according to the use situation of the hybrid vehicle. It is also possible. Then, in this case, the control means causes the hybrid vehicle to travel by the time when the fuel deteriorates based on at least one of a travel history that the hybrid vehicle has traveled in the past and a plan to use the hybrid vehicle. The driving schedule to be performed can be determined.

  According to these, on the basis of the use situation of the hybrid vehicle, in other words, the travel schedule determined by the past travel history of the hybrid vehicle and the future use schedule of the hybrid vehicle, the fuel is consumed by the engine by the time when the fuel deteriorates. The amount of fuel consumed can be predicted and calculated. Then, by using the calculated consumption amount, that is, by reducing the consumption amount from the storage amount (total amount) of the fuel stored in the fuel tank, it is possible to predict the deterioration amount of the fuel that will be deteriorated. it can. As a result, the amount of deterioration can be predicted more accurately, and the amount of fuel corresponding to the amount of deterioration can be consumed systematically by operating the engine appropriately before the fuel deterioration time approaches. Waste of fuel stored in the tank can be reliably suppressed.

  In these cases, when the deterioration amount exists, the control means adjusts the use ratio of the engine so as to increase in accordance with a travel schedule in which the hybrid vehicle travels by the time when the fuel deteriorates. A plan to use the engine can be determined. In this case, when the control means determines that the deterioration amount is present by the deteriorated fuel presence determination means, the engine is adjusted in accordance with the travel schedule for the hybrid vehicle to travel by the time when the fuel deteriorates. It is possible to provide an engine use plan determining means for determining a plan for using the engine so that the use ratio increases.

  In this case, for example, when the deterioration amount exists, the control means increases the use ratio of the engine in accordance with a travel schedule in which the hybrid vehicle travels by the time when the fuel deteriorates. The time or period for using the engine can be determined. In this case, when the engine utilization plan determination means in the control means has the deterioration amount based on the determination by the deteriorated fuel presence determination means, the hybrid vehicle travels by the time when the fuel deteriorates. It is possible to determine the time or period of using the engine so that the usage ratio of the engine is increased in accordance with the travel schedule.

  According to these, in accordance with the driving schedule of the hybrid vehicle up to the time when the fuel deteriorates, a plan for using the engine is determined so that the engine usage ratio becomes large, and the timing and period for using the engine are determined. be able to. Here, the time when the engine is used can be, for example, the summer when the fuel stored in the fuel tank is likely to deteriorate early, and the period when the engine is used is, for example, a period during which winter heating is required. Etc. In this case, the traveling schedule of the hybrid vehicle is determined by analyzing, for example, the behavior (specifically, habits) of drivers and occupants using the hybrid vehicle, so that the traveling of the hybrid vehicle can be performed more reliably. The schedule can be determined, and as a result, the engine can be reliably operated and the amount of fuel corresponding to the deterioration amount can be consumed. Therefore, it is possible to reliably prevent the fuel stored in the fuel tank from being wasted.

  In these cases, the control means uses at least a physical quantity (for example, temperature and humidity around the hybrid vehicle) detected in relation to the surrounding environment of the hybrid vehicle on which the fuel tank is mounted. The time when the fuel stored in the fuel tank deteriorates can be predicted. In this case, the deterioration amount prediction means of the control means further calculates a physical quantity (for example, the temperature around the hybrid vehicle) detected in relation to the surrounding environment of the hybrid vehicle on which the fuel tank is mounted. It is also possible to provide a deterioration time prediction means for predicting the time when the fuel stored in the fuel tank deteriorates.

  According to this, it is possible to more accurately predict the time when the fuel deteriorates by appropriately reflecting the deterioration state of the fuel that changes according to the change in the surrounding environment. Thus, for example, in summer when the temperature is high, the fuel deteriorates quickly, so the time when the fuel deteriorates can be predicted from the refueling time, and in winter when the temperature becomes low, the time when the fuel deteriorates can be predicted from the refueling time. it can. Therefore, it is possible to more accurately predict the amount of fuel that will deteriorate, and as a result, it can be consumed reliably and systematically before the fuel actually deteriorates, and the fuel is wasted. Can be suppressed.

  In these cases, the control means, when the deterioration amount exists, from the travel mode in which the hybrid vehicle travels using only the drive force of the motor, the drive force of the motor and the drive force of the engine. It is possible to switch to a travel mode in which the hybrid vehicle is traveled using or a travel mode in which the hybrid vehicle is traveled using only the driving force of the engine. In this case, when the deterioration amount exists based on the determination by the deteriorated fuel presence determination means, the control means uses the driving power of the motor only to drive the hybrid vehicle from the driving mode. Driving mode switching means for switching to a driving mode in which the hybrid vehicle is driven using the driving force of the motor and the driving force of the engine or a driving mode in which the hybrid vehicle is driven only using the driving force of the engine. It is also possible to provide.

  According to this, in the hybrid vehicle, when it is predicted that the fuel stored in the fuel tank deteriorates and the deterioration amount exists, the control means mainly consumes the electric power stored in the power storage device. The travel mode can be switched from the travel mode to the travel mode in which the engine usage ratio is large and fuel is actively consumed. As a result, it is possible to appropriately consume the amount of fuel corresponding to the deterioration amount and suppress waste of fuel.

  In addition, another feature of the hybrid vehicle control apparatus according to the present invention is that when the control means has the deterioration amount and the hybrid vehicle is not scheduled to run by the time when the fuel deteriorates, The motor may be driven by a driving force to generate electric power, and the generated electric power may be charged to the power storage device. In this case, the control means is when the deterioration amount exists based on the determination by the deteriorated fuel presence determination means, and when the hybrid vehicle is not scheduled to run by the time when the fuel deteriorates. In addition, it is possible to provide charging means for driving the motor with the driving force of the engine to generate electric power and charging the electric power storage device with the generated electric power.

  In this case, the control means supplies the electric power generated by driving the motor by the driving force of the engine to the outside of the hybrid vehicle when the power storage device is charged to a predetermined charge amount or more. be able to. In this case, the control means includes a charge amount determination means for determining whether or not the power storage device is charged to a predetermined charge amount or more, and the charge amount determination means causes the power storage device to be a predetermined charge amount or more. When it is determined that the battery is charged, it is possible to further include an external power supply unit that supplies the electric power generated by driving the motor by the driving force of the engine to the outside of the hybrid vehicle. In these cases, the control means can supply the generated power to, for example, a house where the hybrid vehicle is parked.

  According to these, in a situation where the fuel stored in the fuel tank is deteriorated and a deterioration amount exists, and the hybrid vehicle is not scheduled to run until the fuel deteriorates, the control means The motor can be driven using the driving force obtained by operating the engine, and electric power can be generated by driving the motor. That is, the control means can convert the fuel that will deteriorate to electric power by consuming the fuel stored in the fuel tank and generating electric power. The generated electric power can be used effectively by charging the power storage device mounted on the hybrid vehicle or by supplying it to the outside (house). Therefore, it is possible to reliably prevent the fuel stored in the fuel tank from being wasted.

1 is a schematic functional block diagram of a hybrid vehicle according to an embodiment of the present invention. It is a schematic block diagram for demonstrating the power supply circuit provided in the power converter of FIG. FIG. 2 is a block diagram schematically showing a configuration of a control device in FIG. 1. 4 is a flowchart of a fuel consumption travel management program executed by the control device of FIG. 1 (more specifically, the control unit of FIG. 3). (A) is a figure for demonstrating that the amount of deterioration of the deteriorated fuel generate | occur | produces, (b) operates the engine with driving | running | working and it consumes fuel for a deterioration amount systematically. It is a figure for demonstrating. 4 is a flowchart of a fuel consumption power generation management program executed by the control device of FIG. 1 (more specifically, the control unit of FIG. 3). It is a figure for demonstrating consuming the fuel for a deterioration amount systematically with operating an engine and generating electric power. It is a figure for explaining communication with an information management center and a plurality of hybrid vehicles concerning a modification of the present invention. FIG. 9 is a block diagram schematically showing a configuration of a server provided in the information management center of FIG. 8 according to a modification of the present invention.

  Hereinafter, a control apparatus for a hybrid vehicle according to an embodiment of the present invention (hereinafter also simply referred to as “this apparatus”) will be described. FIG. 1 is a functional block diagram illustrating a schematic configuration of a hybrid vehicle 10 in which the present apparatus is mounted according to the present embodiment. The hybrid vehicle 10 includes a plug-in hybrid vehicle (PHV) that can be charged using an external power source in addition to a hybrid vehicle (HV) including a motor generator and an engine.

  As shown in FIG. 1, the hybrid vehicle 10 includes an engine 11, a power split mechanism 12, motor generators 13 and 14, a transmission gear 15, a drive shaft 16, and wheels 17. The hybrid vehicle 10 includes a power storage device 18 (battery), a power converter 19, a fuel tank 20, a fuel supply port 21, a charger 22, and a charging connector 23.

  The engine 11 consumes a hydrocarbon fuel stored in the fuel tank 20 (specifically, gasoline, light oil, ethanol, etc., and uses gasoline in the present embodiment) by combustion, and outputs driving force. In the hybrid vehicle 10, the driving force (kinetic energy) output by the engine 11 drives the transmission gear 15 that transmits the driving force to the drive shaft 16 (wheel 17) via the power split mechanism 12.

  Power split device 12 is coupled to engine 11, motor generator 13 (14) and transmission gear 15 to distribute power among them. Here, the power split mechanism 12 can employ, for example, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear, and the three rotation shafts are the engine 11, the motor generator 13 (14), and Each is connected to the rotation shaft of the transmission gear 15.

  The motor generators 13 and 14 are three-phase synchronous generator motors that function as an electric motor when electric power is supplied from the power storage device 18 and function as an electric generator when driving force (kinetic energy) is transmitted from the engine 11. is there. Specifically, the motor generator 13 functions as a generator when the driving force (kinetic energy) of the engine 11 divided by the power split mechanism 12 is transmitted, and also functions as a starter motor that can start the engine 11. . The motor generator 14 functions as an electric motor (power source) that drives a transmission gear 15 that transmits a driving force to the drive shaft 16 (wheel 17). In this embodiment, the motor generator 13 functions as a generator and the motor generator 14 functions as an electric motor. However, the motor generator 14 functions as a generator and the motor generator 13 functions as an electric motor. Or, it goes without saying that the motor generators 13 and 14 can both function as a generator and function as an electric motor.

  The power storage device 18 is a rechargeable DC power source, and is constituted by, for example, a secondary battery such as nickel metal hydride or lithium ion. The power storage device 18 supplies power to the power converter 19 when the motor generator 14 generates a predetermined driving force. The power storage device 18 is charged by receiving power from the power converter 19 when the motor generator 13 generates power. The power storage device 18 may be a large-capacity capacitor, and temporarily stores power generated by the motor generators 13 and 14 and power from an external power source, and supplies the stored power to the motor generators 13 and 14. Any possible power buffer may be used.

  Here, the power converter 19 includes a known power supply circuit 24 shown in FIG. The power supply circuit 24 includes a smoothing capacitor 24a on the power storage device 18 side, a voltage converter 24b, a smoothing capacitor 24c for boosting, and inverter circuits 24d and 24e. Thereby, as shown in FIG. 2, the power supply circuit 24 is large when power is transmitted (supplied) from a power supply outlet 25 to, for example, a house 40 (specifically, a driver's house or the like) described later. It has a function of converting (supplying) AC power from the power supply outlet 25 to the house 40 by converting the DC power of the capacity power storage device 18 into AC power and using the neutral points of the motor generators 13 and 14. Further, when the power consumption due to running of the hybrid vehicle 10 or when the state of charge (SOC) of the power storage device 18 becomes insufficient due to power transmission (supply) to the house 40, the engine 11 is used. The motor generator 13 (14) functions as a generator, and the power storage device 18 is charged.

  The fuel tank 20 stores fuel supplied (fueled) from the fuel supply port 21 and supplies the stored fuel to the engine using a fuel pump (not shown). Here, the fuel replenishing port 21 is provided with an opening / closing lid 21a that is closed at least during traveling and opened when fuel is replenished. In particular, the charger 22 provided in the PHV converts electric power (AC) from an external power source supplied via the charging connector 23 into charging electric power (DC) and outputs it to the power storage device 18.

  Further, as shown in FIG. 1, a control device 30 is mounted on the hybrid vehicle 10. As shown in FIG. 3, the control device 30 includes a control unit 31 that constitutes control means of the present device. The control unit 31 is an electronic control unit that is a microcomputer whose main components are a CPU, ROM, RAM, and the like, and a storage unit that is configured by a hard disk, a semiconductor memory, and the like, and stores various programs and data including programs described later Is included. And the control part 31 performs the function (engine control function) which controls the action | operation of the engine 11 of the hybrid vehicle 10, and the action | operation of the motor generators 13 and 14 of the hybrid vehicle 10 by executing the various programs including the program mentioned later. The function to control (motor control function) is demonstrated.

  Moreover, the control part 31 performs the fuel consumption management process consumed before the fuel (gasoline) stored in the fuel tank 20 deteriorates so that it may demonstrate concretely later. Therefore, as shown in FIG. 3, the control unit 31 includes a fuel information acquisition unit 32, an engine usage information acquisition unit 33, a remaining battery information acquisition unit 34, a travel schedule information acquisition unit 35, and a behavior prediction analysis result acquisition unit 36. And the vehicle environment information acquisition part 37 is connected so that communication is possible.

  The fuel information acquisition unit 32 includes fuel storage amount information indicating the amount of fuel stored in the fuel tank 20 and fuel refueling indicating the time (for example, date) when the fuel was supplied (supplemented) to the fuel tank 20. The time information is acquired. For this reason, the fuel information acquisition unit 32 specifically includes an opening / closing state of a storage amount sensor that detects the amount of fuel stored in the fuel tank 20 and an opening / closing lid 21 a provided in the fuel supply port 21. And an open / close sensor for detecting. Thereby, the fuel information acquisition part 32 acquires the storage amount of the fuel in the fuel tank 20 detected by the storage amount sensor, for example as fuel storage amount information, and outputs it to the control part 31. In addition, the fuel information acquisition unit 32 acquires, for example, the time when the open / close lid 21a detected by the open / close sensor is opened, that is, the time (year / month / day) when the fuel is supplied (supplemented) as the fuel supply timing information. To the control unit 31.

  The engine usage information acquisition unit 33 acquires engine usage information indicating the usage status of the engine 11. For this reason, the engine usage information acquisition unit 33 specifically detects the amount of fuel injected from the fuel tank 20 to be injected into the cylinder of the engine 11, and the hybrid vehicle 10 during travel using the engine 11. It includes a fuel consumption sensor (so-called EFI sensor) that calculates and detects the fuel consumption rate (fuel consumption) and the like. Thereby, the engine usage information acquisition unit 33 acquires, for example, the fuel consumption detected by the fuel consumption sensor, that is, the fuel consumption in the travel using the engine 11 as the engine usage information, and outputs it to the control unit 31.

  The remaining battery information acquisition unit 34 acquires remaining battery information indicating the remaining amount of power stored in the power storage device 18, in other words, the amount of charge (SOC) charged in the power storage device 18. Therefore, the remaining battery information acquisition unit 34 is specifically configured to include a charge amount sensor that is provided in the power storage device 18 and detects the power storage amount (charge amount) of the battery cells constituting the power storage device 18. . As a result, the remaining battery information acquisition unit 34 acquires the SOC, which is the charge amount of the power storage device 18 detected by the charge amount sensor, that is, the remaining battery level, as the remaining battery information and outputs it to the control unit 31. In addition, when the hybrid vehicle 10 is PHV, the remaining battery information acquisition unit 34 analyzes the charging schedule and charging pattern for charging the power storage device 18 from the charger 22 using, for example, an external commercial power source. The pattern analysis result is acquired as charging schedule information and output to the control unit 31.

  The travel schedule information acquisition unit 35 acquires travel schedule information representing the travel schedule of the hybrid vehicle 10 by the driver. Therefore, the travel schedule information acquisition unit 35 specifically searches for a route to the destination set by the occupant and can communicate with the navigation unit that guides the searched route to the driver, for example, the navigation unit. It is configured to include a mobile phone carried by a passenger. As a result, the travel schedule information acquisition unit 35 acquires the destination (registered) set in the navigation unit and the vehicle use schedule registered in the mobile phone as travel schedule information and outputs the travel schedule information to the control unit 31.

  The behavior prediction analysis result acquisition unit 36 predicts and analyzes the behavior of the occupant using the hybrid vehicle 10 and acquires the analyzed behavior prediction analysis result. Therefore, the behavior prediction analysis result acquisition unit 36 specifically includes a navigation unit. Here, as is well known, the navigation unit includes a GPS (Global Positioning System) signal sensor, and detects the current position of the hybrid vehicle 10 based on the GPS signal detected by the GPS signal sensor. Thereby, the behavior prediction analysis result acquisition unit 36 receives the destination information indicating the destination set (input) by the occupant from the navigation unit, the travel route information representing the route on which the hybrid vehicle 10 actually traveled, and the actual The travel date / time information representing the date / time when the hybrid vehicle 10 traveled is acquired as travel history information. Then, the behavior prediction analysis result acquisition unit 36 analyzes the usage frequency, the usage distance, and the like of the hybrid vehicle 10 as the future passenger behavior pattern using the hybrid vehicle 10 based on the travel history information, that is, the past behavior pattern. The analysis result is acquired as the behavior prediction analysis result and output to the control unit 31.

  The vehicle environment information acquisition unit 37 acquires vehicle environment information representing the environment (situation) around the hybrid vehicle 10. Therefore, the vehicle environment information acquisition unit 37 is specifically configured to include a temperature sensor that detects the temperature (air temperature) around the hybrid vehicle 10. Thereby, the vehicle environment information acquisition unit 37 acquires the ambient temperature around the hybrid vehicle 10 detected by the temperature sensor, in other words, the ambient environment of the fuel stored in the fuel tank 20 as the vehicle environment information, and the control unit 31. Output to.

  As described later, the house 40 is generated by the hybrid vehicle 10 and supplied with AC power via the power supply outlet 25. For this reason, in the house 40, the electric power (power supply) supplied from the hybrid vehicle 10 or a commercial power supply is used, and various electric devices used in the home, such as a refrigerator, a washing machine, an air conditioner, a television, and an illumination. Etc. can be activated. In house 40, it is also possible to provide a power storage device for temporarily storing power supplied from hybrid vehicle 10 or commercial power. Further, in the house 40, particularly when the hybrid vehicle 10 is a PHV, the power storage device 18 can be charged using a commercial power source. In this case, the driver of the hybrid vehicle 10 can charge the power storage device 18 according to a charging schedule including a charging pattern such as, for example, using nighttime power that is an inexpensive commercial power source.

  Next, the operation of the control device 30 configured as described above will be described in detail. In the control device 30, the control unit 31 (more specifically, the electronic control unit) executes the fuel consumption travel management program shown in FIG. 4 and / or the fuel consumption power generation management program shown in FIG. Hereinafter, the fuel consumption travel management program will be described in detail with reference to FIG.

  The control unit 31 starts the fuel consumption management program shown in FIG. 4 at step S10 every time fuel is supplied (supplemented) to the fuel tank 20 at a predetermined frequency. Get information. Specifically, the control unit 31 acquires fuel storage amount information (remaining gasoline amount) and fuel refueling timing information (gasoline refueling timing) from the fuel information acquisition unit 32, and engine usage information (fuel consumption) from the engine usage information acquisition unit 33. ) To get. Further, the control unit 31 acquires remaining battery information (remaining battery level (SOC)) and charging schedule information (charging schedule and charging pattern analysis result) from the remaining battery information acquisition unit 34. In addition, the control unit 31 acquires travel schedule information (vehicle use schedule) from the travel schedule information acquisition unit 35, and behavior prediction analysis results (such as usage frequency and usage distance of the hybrid vehicle 10) from the behavior prediction analysis result acquisition unit 36. To get. Further, the control unit 31 acquires vehicle environment information (temperature) from the vehicle environment information acquisition unit 37. Thus, if the control part 31 acquires various information, it will progress to step S12.

  In step S12, the control unit 31 calculates the deterioration amount P of fuel (gasoline). Hereinafter, the calculation of the deterioration amount P will be specifically described.

  Generally, gasoline, which is a fuel, is said to deteriorate in quality due to the progress of oxidation when it is left unused for a long period of time or placed in an extreme temperature environment. The length of time during which such quality degradation occurs varies depending on, for example, the temperature environment, and is generally said to be about 1 to 6 months at an early stage. Therefore, if the fueled fuel (gasoline) is left in the fuel tank 20, for example, if it is left for more than one month in the summer when the temperature environment becomes severe, there is a high possibility that the quality is deteriorated.

  Therefore, the control unit 31 first predicts the time when the fuel (gasoline) deteriorates based on the vehicle environment information (temperature) among the various information acquired in step S11 (hereinafter, this predicted time). Is called “deterioration prediction time”.) That is, based on the vehicle environment information (temperature), the control unit 31 predicts the deterioration prediction time short when the temperature around the hybrid vehicle 10 is high in summer, and the temperature around the hybrid vehicle 10 is low in winter. If so, the deterioration prediction time is predicted to be long. And the control part 31 pinpoints the gasoline remaining amount in a gasoline refueling timing based on fuel storage amount information (gasoline remaining amount) and fuel refueling timing information (gasoline refueling timing) among the various information acquired in said step S11. Then, as shown in FIG. 5, the above-described deterioration prediction time is specified based on the gasoline refueling time.

  Subsequently, the control unit 31 acquires the engine usage information (fuel consumption), travel schedule information (vehicle usage schedule), behavior prediction analysis results (the usage frequency and usage distance of the hybrid vehicle 10), and the remaining battery acquired in step S11. Based on the information (remaining battery capacity (SOC)), first, regardless of whether or not the fuel (gasoline) in the fuel tank 20 is deteriorated, the motor generator is normally operated between the refueling time and the deterioration prediction time. It is assumed that the hybrid vehicle 10 travels in a travel mode using only the driving force 14 (EV travel mode) or in a travel mode using the driving force of the motor generator 14 and the driving force of the engine 11 (HV travel mode). To do. Then, in the case where the driver travels the hybrid vehicle 10 as usual in this manner, the control unit 31 causes the fuel (gasoline) stored in the fuel tank 20 to deteriorate when the deterioration prediction time elapses. (Gasoline), and the amount is calculated as the deterioration amount P. Hereinafter, this will be described in detail with reference to FIG. 5A. In order to facilitate understanding, an example will be described in which the fuel tank 20 is filled at a time at one refueling time.

  Now, as shown in FIG. 5A, for example, a driver uses the hybrid vehicle 10 for commuting on weekdays and uses the hybrid vehicle 10 for going out on holidays. In this example, as shown in FIG. 5A, during commuting, the hybrid vehicle 10 is caused to travel in the HV traveling mode (which consumes electricity and gasoline G1, G2, G3). It is assumed that the vehicle is driven in the EV driving mode (only electricity is consumed). The fuel (gasoline) consumption G1, G2, G3 is calculated from, for example, the usage distance and fuel consumption of the hybrid vehicle 10 during commuting. In such a use situation of the hybrid vehicle 10, as shown in FIG. 5A, the fuel (gasoline) supplied at the fuel supply timing and stored in the fuel tank 20 passes the deterioration prediction timing. Therefore, it is predicted that only (G-G1-G2-G3) will remain without being consumed, and this non-consumed fuel (gasoline) is predicted to deteriorate. That is, as shown in FIG. 5A, the deterioration amount P becomes P = G−G1−G2−G3 by subtracting the consumption amounts G1, G2, and G3 from the storage amount P (total amount). When the deterioration amount P is calculated in this way, the control unit 31 proceeds to step S13.

  In step S13, the control unit 31 determines whether or not the deterioration amount P calculated in step S12 is equal to or greater than a predetermined amount P0 set in advance. The predetermined amount P0 is set to an arbitrary amount equal to or greater than “0”. When the deterioration amount P is equal to or greater than the predetermined amount P0, in other words, when there is fuel (gasoline) that will deteriorate, the control unit 31 determines “Yes” and proceeds to step S14. On the other hand, when the deterioration amount P is less than the predetermined amount P0, in other words, when there is little or no deteriorated fuel (gasoline) or when refueling is required again, the fuel (gasoline) in the fuel tank 20 is appropriately Since it is consumed, it determines with "No" and progresses to step S15, and execution of a fuel consumption driving | running | working management program is complete | finished.

  In step S14, the control unit 31 preferentially uses the engine 11 to consume the deterioration amount P of the fuel (gasoline) that will deteriorate before the fuel (gasoline) actually deteriorates. That is, the hybrid vehicle 10 travels preferentially in the HV travel mode or the travel mode (engine travel mode) using only the driving force of the engine 11 and systematically consumes fuel (gasoline). Hereinafter, this will be specifically described with reference to FIG.

  As described above, in the usage situation of the hybrid vehicle 10 that causes the deterioration amount P, as shown in FIG. 5A, the hybrid vehicle 10 is driven in the EV driving mode, or the vehicle is driven even in the HV driving mode. The hybrid vehicle 10 is caused to travel in the HV travel mode in which the use ratio of the motor generator 14 in the driving force required for the engine is large, that is, the use ratio of the engine 11 is small and the consumption amount of fuel (gasoline) is small. For this reason, the control unit 31 systematically consumes the deterioration amount P. Therefore, when the hybrid vehicle 10 is scheduled to run in the future, compared with the case where there is no fuel (gasoline) that will deteriorate. Thus, the use of the engine 11 is planned so that the use ratio of the engine 11 is increased.

  Specifically, as shown in FIG. 5B, the control unit 31 divides the deterioration amount P into G1 ′, G2 ′, and G3 ′ so as to have an appropriate size (or equal division). Then, in principle, the control unit 31 prohibits traveling in the EV traveling mode, and, for example, causes the hybrid vehicle 10 to travel by switching to traveling in the HV traveling mode that consumes the divided consumption amount G1 '. In addition, when traveling in the HV traveling mode is already scheduled, the control unit 31 consumes the consumption G2 ′ so that the utilization ratio of the engine 11 is increased, in other words, the utilization ratio of the motor generator 14 is decreased. The hybrid vehicle 10 is caused to travel in the HV traveling mode. Furthermore, the control unit 31 causes the hybrid vehicle 10 to travel in the engine travel mode that uses only the engine 11 without using the motor generator 14 in the HV travel mode in order to consume the consumption amount G3 '. In this way, by planning the use of the engine 11 in accordance with the future travel schedule of the hybrid vehicle 10 so that the fuel (gasoline) stored in the fuel tank 20 is consumed by the expected deterioration time, It is possible to systematically consume the fuel (gasoline) in the fuel tank 20 and effectively prevent the fuel (gasoline) from being wasted.

  In this case, the control unit 31 plans to use the engine 11 and automatically switches the driving mode of the hybrid vehicle 10 to a driving mode in which the use of the engine 11 is prioritized. On the other hand, it is possible to encourage the hybrid vehicle 10 to be driven by increasing the utilization ratio of the engine 11. That is, although detailed description is omitted, the hybrid vehicle 10 may be equipped with a selector (selection switch) that allows the driver to select one of the EV travel mode, the HV travel mode, and the engine travel mode. . In such a hybrid vehicle 10, for example, using a vehicle monitor or a display unit in a meter cluster, the control unit 31 informs a driver or an occupant that fuel (gasoline) deterioration is predicted, or fuel ( By encouraging the driver to select the HV traveling mode or the engine traveling mode so as to actively consume (gasoline), the driver can travel the hybrid vehicle in the HV traveling mode or the engine traveling mode in the future. Thereby, the fuel (gasoline) in the fuel tank 20 can be systematically consumed, and waste of the fuel (gasoline) can be effectively prevented.

  As described above, when the switching to the HV traveling mode or the engine traveling mode in which the utilization ratio of the engine 11 is increased, that is, the utilization of the engine 11 in the future traveling of the hybrid vehicle 10 is planned, the control unit 31 proceeds to step S15. And the control part 31 complete | finishes execution of a fuel consumption driving | running | working management program in step S15.

  Next, the fuel consumption power generation management program will be specifically described with reference to FIG. In addition, each step process of step S21 to step S23 in this fuel consumption power generation management program is the same as each step process of step S11 to step S13 in the fuel consumption travel management program described above. Therefore, in the following, each step process from step S21 to step S23 will be briefly described.

  The control unit 31 starts the fuel consumption power generation management program shown in FIG. 6 at a predetermined frequency in step S20. Then, in step S21, the control unit 31 acquires fuel storage amount information (remaining gasoline amount) and fuel refueling timing information (gasoline refueling timing) from the fuel information acquisition unit 32, and engine engine information from the engine usage information acquisition unit 33. Usage information (fuel consumption) is acquired, remaining battery information (remaining battery level (SOC)) and charging schedule information (charging schedule and charging pattern analysis result) are acquired from the remaining battery information acquiring unit 34, and a travel schedule information acquiring unit 35 is acquired. Travel schedule information (vehicle use schedule) is obtained from the behavior prediction analysis result acquisition unit 36, behavior prediction analysis results (such as the usage frequency and usage distance of the hybrid vehicle 10) are obtained, and the vehicle environment information acquisition unit 37 obtains the vehicle environment. Get information (temperature). Thus, if the control part 31 acquires various information, it will progress to step S22.

  In step S22, the control unit 31 is consumed by the traveling of the hybrid vehicle 10 out of the fuel (gasoline) stored in the fuel tank 20 just like step S12 in the fuel consumption traveling management program described above. The deterioration amount P that passes the deterioration prediction time without being calculated is calculated. And the control part 31 will progress to step S23, if the degradation amount P is calculated.

  In step S23, the control unit 31 determines whether or not the deterioration amount P calculated in step S22 is equal to or greater than a predetermined amount P0. In this fuel consumption power generation management program, the predetermined amount P0 is set to an arbitrary amount equal to or greater than “0”. When the deterioration amount P is equal to or greater than the predetermined amount P0, in other words, there is fuel (gasoline) that will deteriorate, the control unit 31 determines “Yes” and proceeds to step S24. On the other hand, when the deterioration amount P is less than the predetermined amount P0, in other words, when there is little or no deteriorated fuel (gasoline) or when refueling is required again, it is determined as “No” and the process proceeds to step S29. The execution of the power generation management program is terminated.

  In step S24, the control unit 31 includes travel schedule information (vehicle usage schedule) and / or behavior prediction analysis results (such as the usage frequency and usage distance of the hybrid vehicle 10) among the various types of information acquired in step S21. Based on this, it is determined whether or not the hybrid vehicle 10 is used between the fuel (gasoline) refueling time and the deterioration prediction time. That is, the control unit 31 determines that the hybrid vehicle 10 is not used by the driver or the occupant between the fueling time and the deterioration prediction time. More specifically, when the hybrid vehicle 10 does not travel, the control unit 31 determines “Yes” and proceeds to step S25. . On the other hand, when the hybrid vehicle 10 is used by a driver or an occupant between the refueling time and the deterioration prediction time, the control unit 31 determines “No” and proceeds to step S29 to end the execution of the fuel consumption power generation management program. To do. In this case, since the hybrid vehicle 10 is used (runs) by a driver or an occupant, the control unit 31 is, for example, fuel (gasoline) that will deteriorate due to execution of the above-described fuel consumption travel management program. The amount of deterioration P is consumed systematically.

  In step S <b> 25, the control unit 31 drives the motor generator 13 with the driving force that operates the engine 11, thereby consuming a deterioration amount P of fuel (gasoline) that will be deteriorated and converting it into electric power. Hereinafter, this will be specifically described with reference to FIG.

  As described above, in the situation where the hybrid vehicle 10 is used, that is, the driver runs the hybrid vehicle 10, as a general rule, as shown in FIG. 7 as well as FIG. The hybrid vehicle 10 is caused to travel in the HV traveling mode in which the utilization ratio of the engine 11 is increased when traveling in the HV traveling mode is already scheduled. However, in a situation where the hybrid vehicle 10 does not travel, as shown in FIG. 7, the fuel (gasoline) that cannot be consumed by running the engine 11 as the vehicle travels cannot be consumed. There is a high possibility that the deterioration amount P is wasted. For this reason, the control unit 31 operates the engine 11 to drive the motor generator 13 on the condition that the hybrid vehicle 10 is appropriately parked, and consumes the deterioration amount P and converts it into electric power. That is, fuel (gasoline) that will deteriorate is used for power generation. Whether or not the hybrid vehicle 10 is properly parked can be determined using well-known determination conditions. For example, the gear of the manual transmission is neutral or the shift position of the automatic transmission is parked. And the condition that the parking brake is in operation.

  As described above, when the control unit 31 drives the motor generator 13 with the driving force of the engine 11 to generate electric power or starts generating electric power, the control unit 31 proceeds to step S26. In addition, it goes without saying that the situation where the engine 11 is operated in this way to generate electric power ends when, for example, the driver or the occupant uses the hybrid vehicle 10 or when a preset end condition is satisfied. .

  In step S26, the control unit 31 stores the current or future power storage device based on the remaining battery information (remaining battery level (SOC)) and the charging schedule information (charging schedule or charging pattern analysis result) acquired in step S21. It is determined whether or not the SOC that is the remaining battery level of 18 is equal to or lower than a predetermined SOC0 (or lower than a predetermined SOC0). That is, if the SOC of power storage device 18 is equal to or lower than predetermined SOC0, control unit 31 determines “Yes” and proceeds to step S27. On the other hand, if the SOC of power storage device 18 is greater than predetermined SOC0, control unit 31 determines “No” and proceeds to step S28.

  In step S27, the control unit 31 generates the electric power generated by the motor generator 13 driven by the driving force of the engine 11, that is, the electric power generated (converted) by consuming fuel (gasoline) that will deteriorate. The power storage device 18 is charged. In this case, control unit 31 supplies power from motor generator 13 to power storage device 18 via power supply circuit 24 in power converter 19. Thereby, for example, control unit 31 supplies and charges the electric power generated by motor generator 13 to power storage device 18 until the SOC becomes larger than a predetermined SOC0. Thus, the hybrid vehicle 10 can travel using the electric power charged in the power storage device 18 effectively.

  In step S28, the control unit 31 generates electric power generated by the motor generator 13 driven by the driving force of the engine 11, that is, electric power generated (converted) by consuming fuel (gasoline) that will deteriorate. Supply to house 40 (power transmission). In this case, for example, the control unit 31 converts the electric power of the power storage device 18 charged so as to be larger than the predetermined SOC0 in step S27 through the power supply circuit 24 into DC power into AC power. The control unit 31 supplies AC power to the house 40 from the power supply outlet 25 using the neutral point of the motor generators 13 and 14 via, for example, a power transmission line drawn into the house 40 (power transmission). ) Thereby, in the house 40, various electric apparatuses can be operated by effectively using the AC power supplied from the hybrid vehicle 10 side.

  Thus, when the step process of step S27 or the step process of step S28 is executed, the control unit 31 proceeds to step S29. And the control part 31 complete | finishes execution of a fuel consumption electric power generation management program in step S29.

  As can be understood from the above description, according to the above embodiment, the deterioration prediction time when the fuel (gasoline) stored in the fuel tank 20 of the hybrid vehicle 10 deteriorates is predicted, and by this deterioration prediction time, A deterioration amount P of fuel (gasoline) that is very likely to be deteriorated in the fuel tank 20 without being consumed can be predicted and calculated from a use situation of the hybrid vehicle 10 of a driver or an occupant. In order to consume the deterioration amount P predicted and calculated in this way until the deterioration prediction time elapses, the EV traveling mode is changed from the EV traveling mode to the HV traveling mode or the engine traveling mode when the hybrid vehicle 10 is traveled. The plan to use the engine 11 can be determined by increasing the usage ratio. Further, when the hybrid vehicle is not scheduled to run, the motor generator 13 is driven by the driving force of the engine 11, and electric power can be generated by consuming fuel (gasoline) that will deteriorate.

  Thereby, the fuel (gasoline) appropriately stored in the fuel tank 20 can be systematically consumed by the deterioration prediction time. Therefore, it is possible to effectively prevent the fuel (gasoline) stored in the fuel tank 20 from being wasted. Further, since fuel (gasoline) can be consumed before it deteriorates, for example, it is possible to prevent adverse effects on the hybrid vehicle 10 due to deterioration of the fuel (gasoline).

<Modification>
In the above embodiment, the behavior prediction analysis result acquisition unit 36 of the control device 30 mounted on the hybrid vehicle 10 uses the hybrid vehicle 10 as a future occupant behavior pattern using the hybrid vehicle 10 based on the travel history information. The frequency, distance used, and the like were analyzed, and the analysis results were output to the control unit 31 as the behavior prediction analysis results. Then, the control unit 31 of the control device 30 analyzes the behavior prediction, that is, the fuel that will deteriorate based on the use frequency and use distance of the hybrid vehicle 10 and the vehicle use schedule that is the travel schedule information. The utilization plan of the engine 11 for consumption was determined, and the engine 11 was operated according to the determined utilization plan so that the fuel stored in the fuel tank 20 was consumed. In this case, as schematically shown in FIG. 8, an information management center 50 provided so as to be communicable with the hybrid vehicle 10 is provided, and the information management center 50 predicts an action of the occupant using the hybrid vehicle 10. It is also possible to implement.

  The control device 30 in this modification includes an external communication unit 38 for communicating with the information management center 50 as indicated by a broken line in FIG. The external communication unit 38 is connected to a network N constructed outside such as an Internet line network or a mobile phone line network, for example, and communicates with the information management center 50 provided on the network N. Interface.

  As shown in FIG. 8, the information management center 50 is a facility that acquires travel history information from a plurality of hybrid vehicles 10 and predicts an action of the occupant using the hybrid vehicle 10 based on the travel history information. For this reason, the information management center 50 is provided with a server 51 having a microcomputer as a main component as shown in FIG.

  The server 51 is connected to the network N to control communication, a vehicle identification information management unit 53 that manages vehicle identification information for identifying each hybrid vehicle 10, and a vehicle identification information database. And a vehicle identification information storage unit 54 for storing. The vehicle identification information storage unit 54 stores pre-assigned vehicle ID information so that the hybrid vehicle 10 can be identified and specified, and can be controlled by the server 51 via the external communication unit 38 of the control device 30. Account information (for example, a user name, an account name, an access password, etc.) for mutual communication with the unit 31 is associated with the vehicle ID information and stored as vehicle identification information so as to be searchable. Thus, when the server 51 acquires account information from the control unit 31 of the control device 30 mounted on the hybrid vehicle 10, the vehicle identification information management unit 53 searches the vehicle identification information storage unit 54 and acquires the vehicle identification information. The hybrid vehicle 10 is specified (authenticated).

  In addition, the server 51 includes a travel history information storage unit 55 that accumulates and stores travel history information transmitted from each hybrid vehicle 10 and representing travel history that the vehicle 10 actually traveled in association with vehicle identification information. I have. Thus, for example, when the travel history information is acquired together with the account information from the control unit 31 of the control device 30 mounted on the hybrid vehicle 10, the travel history information storage unit 55 cooperates with the vehicle identification information management unit 53. The vehicle identification information corresponding to the account information is acquired and stored in association with the travel history information so as to be searchable.

  And when the request information which requests | requires provision of the passenger | crew's action prediction analysis result using the hybrid vehicle 10 is transmitted with account information from the control part 31 of the control apparatus 30, the server 51 will be included in the received account information. Based on this, vehicle identification information is acquired from the vehicle identification information management unit 53. Then, the server 51 acquires the travel history information of the corresponding hybrid vehicle 10 from the travel history information storage unit 55 using the acquired vehicle identification information, and based on the acquired travel history information in the future (more specifically, The behavior of the occupant using the hybrid vehicle 10 (until the deterioration prediction period until the fuel (gasoline) deteriorates) is predicted, and the use frequency and the usage distance, etc. of the hybrid vehicle 10 are predicted from the predicted behavior. To the control device 30.

  Thereby, the control part 31 of the control apparatus 30 performs the fuel consumption consumption driving | running | working management program shown in FIG. 4, or the fuel consumption power generation management program shown in FIG. 6 similarly to the said embodiment. Therefore, according to this modification, the control unit 31 of the control device 30 can acquire the behavior prediction analysis result in cooperation with the external information management center 50, and uses the behavior prediction analysis result to execute the above-described implementation. Similarly to the embodiment, the fuel (gasoline) stored in the fuel tank 20 can be systematically consumed until it deteriorates, and it is possible to effectively prevent the fuel (gasoline) from being wasted. it can. Moreover, according to this modification, it is not necessary to provide the behavior prediction analysis result acquisition unit 36 in the control device 30. For this reason, since it is not necessary to memorize | store driving | running history information at the hybrid vehicle 10 side, the memory capacity of the memory | storage device provided separately can be suppressed, for example, the manufacturing cost of the control apparatus 30 can be reduced.

  In carrying out the present invention, the present invention is not limited to the above-described embodiments and modifications, and various modifications can be made without departing from the object of the present invention.

  For example, in the embodiment and the modification, when the deterioration amount P of fuel (gasoline) that is likely to deteriorate is greater than or equal to a predetermined amount P0, the engine 11 is operated to actively use the fuel (gasoline). A plan was decided, and fuel (gasoline) consumed by consuming fuel (gasoline) according to the decided plan was prevented from occurring. In this case, in addition to or instead of determining the plan for using the engine 11 to operate the engine 11, for example, the traveling frequency in the HV traveling mode when the hybrid vehicle 10 is traveling is increased. It is possible to increase the utilization ratio of the engine 11 as a whole. Further, for example, during the summer season when the fuel (gasoline) stored in the fuel tank 20 is likely to deteriorate or during the period when heating in the winter is necessary, the engine 11 is activated preferentially by the HV traveling mode. It is also possible to use fuel (gasoline). Thereby, the fuel (gasoline) that is stored in the fuel tank 20 for a long period of time and deteriorates without being used can be surely reduced, and it is possible to prevent the fuel (gasoline) from being wasted.

  Further, in the above modification, the control device 30 is provided with the external communication unit 38 to communicate with the external information management center 50 and acquire the behavior prediction analysis result from the center 50. In this case, for example, it is possible to communicate with the external information management center 50 using a mobile phone such as a smartphone owned by the driver of the hybrid vehicle 10 or a passenger, and acquire the passenger behavior prediction analysis result from the center 50 Needless to say. In this case, the control device 30 and the mobile phone are preferably connected to each other by wireless communication, and so-called pairing processing is preferably performed. Thereby, it is not necessary to provide the external communication part 38 utilized for the communication with the exterior on the hybrid vehicle 10 side, for example, the manufacturing cost of the control apparatus 30 can be reduced. Further, by performing the pairing process in advance, it is not necessary to perform a troublesome connection operation every time a driver or an occupant gets on the hybrid vehicle 10, and the behavior prediction analysis result can be obtained from the information management center 50 very easily. it can.

  DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle, 11 ... Engine, 12 ... Power split mechanism, 13, 14 ... Motor generator, 18 ... Power storage device, 19 ... Power converter, 20 ... Fuel tank, 24 ... Power supply circuit, 30 ... Control device

Claims (10)

Applied to a hybrid vehicle that travels by a driving force by a motor using electric power stored in a power storage device and a driving force by an engine using fuel stored in a fuel tank, and comprehensively controls the operation of the motor and the engine. In a control apparatus for a hybrid vehicle comprising control means for controlling
The control means includes
Predicting a degradation amount representing the amount of fuel that will be consumed without being consumed by the engine by the time the fuel stored in the fuel tank degrades;
When the amount of deterioration exists, the ratio of the driving force of the engine to the driving force of the motor in the driving force that causes the hybrid vehicle to travel when the hybrid vehicle travels by the time when the fuel deteriorates is represented. The hybrid vehicle control device characterized in that the utilization ratio of the engine is made larger than at least when the deterioration amount does not exist. In the hybrid vehicle control device according to claim 1,
The control means includes
The control apparatus for a hybrid vehicle, wherein the deterioration amount is predicted using a consumption amount that represents an amount of fuel consumed by the engine that changes in accordance with a use situation of the hybrid vehicle. In the hybrid vehicle control device according to claim 1 or 2,
The control means includes
When the deterioration amount exists, a plan for using the engine is determined so that a use ratio of the engine is increased in accordance with a travel schedule for the hybrid vehicle to travel by a time when the fuel deteriorates. A control device for a hybrid vehicle. In the hybrid vehicle control device according to claim 3,
The control means includes
When the deterioration amount exists, the timing or period of use of the engine is determined so that the use ratio of the engine becomes large in accordance with a travel schedule for the hybrid vehicle to travel by the time when the fuel deteriorates. A hybrid vehicle control device. In the hybrid vehicle control device according to any one of claims 1 to 4,
The control means is at least
A control apparatus for a hybrid vehicle, wherein a time when the fuel stored in the fuel tank deteriorates is predicted using a physical quantity detected in relation to a surrounding environment of the hybrid vehicle on which the fuel tank is mounted. . In the hybrid vehicle control device according to any one of claims 1 to 5,
The control means includes
And determining a travel schedule for the hybrid vehicle to travel by the time when the fuel deteriorates based on at least one of a travel history traveled by the hybrid vehicle in the past and a schedule for using the hybrid vehicle. A control device for a hybrid vehicle. In the hybrid vehicle control device according to any one of claims 1 to 6,
The control means includes
When the amount of deterioration is present, the vehicle travels using the driving force of the motor and the driving force of the engine from the travel mode in which the hybrid vehicle travels using only the driving force of the motor. A hybrid vehicle control device that switches to a mode or a travel mode in which the hybrid vehicle travels using only the driving force of the engine. In the hybrid vehicle control device according to any one of claims 1 to 7,
The control means includes
When the amount of deterioration exists and the hybrid vehicle is not scheduled to run by the time when the fuel deteriorates, the motor is driven by the driving force of the engine to generate electric power, and the generated electric power is A control device for a hybrid vehicle, wherein the power storage device is charged. In the hybrid vehicle control device according to claim 8,
The control means includes
When the power storage device is charged more than a predetermined charge amount,
A hybrid vehicle control device that supplies electric power generated by driving the motor with the driving force of the engine to the outside of the hybrid vehicle. In the hybrid vehicle control device according to claim 9,
The control means includes
A hybrid vehicle control device, wherein the generated electric power is supplied to a house where the hybrid vehicle is parked.

Images