JP2007277888A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle which can give/receive electric power to/from an external device, and which reduces the possibility of being stolen. <P>SOLUTION: This vehicle comprises; a traveling and power generation system 14 which is set effective during the traveling of the vehicle and the giving/receiving of the electric power; a load 12 only for use in traveling, which is set effective during the traveling of the vehicle and which is different from that of the system 14; an input section which receives instructions from a vehicle key 3 for power generation and a vehicle key 2 for traveling; and a control section 6. When the instructions given via the input section are given by the vehicle key 3, the control section 6 operably controls the system 14, and inoperatively controls the load 12. When the instructions are given by the vehicle key 2, the control section 6 operably controls both the system 14 and the load 12. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle, and more particularly to a vehicle that can exchange power with an external device.

  In recent years, environmentally friendly vehicles such as electric vehicles, hybrid vehicles, and fuel cell vehicles have attracted attention. These vehicles are equipped with a power generator inside, and are provided with output sockets so that power can be supplied to external devices. In addition, the use of such a vehicle as a power supply device in case of an emergency such as a disaster has been studied.

Japanese Unexamined Patent Publication No. 2000-234539 (Patent Document 1) discloses a hybrid vehicle having a switch for switching from a normal travel mode to an external power generation mode.
JP 2000-234539 A International Publication No. 96/15346 Pamphlet

  However, when a vehicle is used for a long time as a power supply device, for example, a hybrid vehicle needs to start the vehicle with a vehicle key and start an engine. The driver wants to avoid leaving the vehicle with the vehicle key on. However, for example, when using the vehicle as a power source in the event of a disaster, the vehicle is parked outdoors and the driver is supplied with electricity from the vehicle. It is also possible to be inside.

  In such a case, if the vehicle key is placed in the vehicle, the operation mode of the vehicle may be switched from the power generation mode to the travel mode by a third party, and the vehicle may be stolen.

  It is an object of the present invention to provide a vehicle that can exchange power with an external device and has a reduced possibility of theft.

  In summary, the present invention is a vehicle that performs at least one of power reception and power supply with an electric device outside the vehicle, and includes an input unit that receives instructions from first and second vehicle keys, and an input unit When the instruction given via the first vehicle key is given by the first vehicle key, the vehicle can execute at least one of power reception and power feeding with respect to the electric device and cannot run And a control unit that controls the vehicle so that the vehicle can run at least when the instruction is given by the second vehicle key.

  Preferably, the first and second vehicle keys respectively transmit different first and second identification signals. The input unit receives the first and second identification signals. The control unit communicates with the first and second vehicle keys to determine the first and second identification signals, and to enable the first and second devices to operate based on the output of the determination unit. A main control unit that performs inoperable switching control.

  More preferably, the determination unit further authenticates whether the first and second identification signals correspond to the vehicle.

  More preferably, the input unit includes a key cylinder into which the vehicle key is inserted, and an antenna arranged around the key cylinder. The determination unit reads the first and second identification signals from the vehicle key using the antenna.

  More preferably, the input unit includes an antenna disposed in the vehicle and an operation unit that gives a start instruction. The determination unit reads the first and second identification signals from the vehicle key using the antenna. The control unit instructs the device set to be operable based on the output of the determination unit of the first and second devices, according to the output of the operation unit.

  Preferably, the first and second vehicle keys have different shapes. The input unit includes a key cylinder that can identify different shapes of the first and second vehicle keys.

  Preferably, the vehicle includes a first device that is enabled when the vehicle is running and at least one of when receiving power and when power is supplied, and a second device that is enabled when the vehicle is running and is different from the first device. Is further provided. The control unit controls the first device to be operable and the second device to be inoperable when the instruction is given by the first vehicle key, and the instruction is set to the second vehicle key. If so, both the first and second devices are controlled to be operable.

  More preferably, the first device includes at least one of a power storage device and a power feeding device, and a connector for connecting an external device outside the vehicle to the power storage device or the power feeding device. The control unit detects whether or not an external device is connected to the connector, and if the connection is not detected, the control unit cannot operate a function of performing power reception and power feeding with the external device among the first devices. And

  More preferably, the first device includes at least one of the power storage device and the power supply device, and a connector for connecting an external device outside the vehicle to at least one of the power storage device and the power supply device. The control unit detects whether or not an external device is connected to the connector. If the connection is not detected, the control unit cannot accept the first vehicle key instruction.

  More preferably, the power storage device includes a secondary battery and a voltage conversion circuit provided on a path for charging the secondary battery from the connector.

  More preferably, the power supply device includes a secondary battery and a voltage conversion circuit provided on a path for charging the secondary battery from the connector.

  More preferably, the power supply apparatus includes an internal combustion engine and a rotating electrical machine that generates electric power by receiving mechanical power from the internal combustion engine.

  More preferably, the second device includes at least one of a headlight, a wiper, and a passenger compartment air conditioner.

  According to the present invention, the possibility of theft is reduced in a vehicle configured to be able to exchange power with an external device.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is a block diagram showing a configuration of a vehicle 1 according to Embodiment 1 of the present invention.

  Referring to FIG. 1, vehicle 1 includes a travel & power generation system 14 that is enabled during vehicle travel and power transfer, and a travel dedicated load 12 that is enabled during vehicle travel and is different from travel & power generation system 14. including. The traveling & power generation system 14 has an output socket 16 and can output electric power to the outside. The traveling load 12 includes, for example, a headlight, a wiper, an air conditioner, and the like.

FIG. 2 is a block diagram showing a schematic configuration of the traveling & power generation system 14 in FIG.
Referring to FIG. 2, traveling & power generation system 14 includes a battery 17, a boost converter 18, inverters 20 and 22, an engine 26, motor generators MG <b> 1 and MG <b> 2, a power split mechanism 24, wheels 30, And a DC / AC converter 28.

  Power split device 24 is a mechanism that is coupled to engine 26 and motor generators MG1 and MG2 and distributes power between them. For example, as the power distribution mechanism, a planetary gear mechanism having three rotation shafts, that is, a sun gear, a planetary carrier, and a ring gear can be used. These three rotation shafts are connected to the rotation shafts of engine 26 and motor generators MG1, MG2, respectively. A power reducer for the rotation shaft of motor generator MG2 may be further incorporated in power split device 24.

  The rotating shaft of motor generator MG2 drives wheels 30 via a reduction gear and a differential gear (not shown).

  Traveling & power generation system 14 is further connected between system main relay SMRG connected between the negative electrode of battery 17 and the ground line of boost converter 18, and between the positive electrode of battery 17 and the input power line of boost converter 18. System main relay SMRP. System main relays SMRP, SMRG are controlled to be in a conductive / non-conductive state in accordance with a control signal supplied from main controller 10 in FIG.

  As the battery 17, a secondary battery such as a nickel metal hydride battery or a lithium ion battery, a fuel cell, or the like can be used.

  Boost converter 18 boosts the voltage between terminals of battery 17 and supplies it to inverters 20 and 22 and DC / AC converter 28.

  Inverter 22 converts the DC voltage applied from boost converter 18 into a three-phase AC and outputs the same to motor generator MG1. Boost converter 18 includes, for example, a reactor, an IGBT element, a diode, and the like.

  Inverter 22 receives the boosted voltage from boost converter 18 and drives motor generator MG1 to start engine 26, for example. Inverter 22 returns the electric power generated by motor generator MG 1 by mechanical power transmitted from engine 26 to boost converter 18. At this time, boost converter 18 is controlled by main controller 10 in FIG. 1 so as to operate as a step-down circuit.

  Inverter 22 includes a U-phase arm, a V-phase arm, and a W-phase arm connected in parallel between the power supply line and the ground line. Each phase arm of inverter 22 includes two IGBT elements connected in series between a power supply line and a ground line, and two diodes respectively connected in parallel with the two IGBT elements.

  Motor generator MG1 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to the midpoint. The other end of each phase coil is connected to the corresponding phase arm of inverter 22.

  Inverter 20 is connected to boost converter 18 in parallel with inverter 22. Inverter 20 converts the DC voltage output from boost converter 18 into a three-phase AC and outputs the same to motor generator MG2 that drives the wheels. Inverter 20 returns the electric power generated in motor generator MG2 to boost converter 18 in accordance with regenerative braking. At this time, boost converter 18 is controlled by main controller 10 in FIG. 1 so as to operate as a step-down circuit.

  Inverter 20 includes a U-phase arm, a V-phase arm, and a W-phase arm connected in parallel between the power supply line and the ground line. Each phase arm of inverter 20 includes two IGBT elements connected in series between a power supply line and a ground line, and two diodes respectively connected in parallel with the two IGBT elements.

  Motor generator MG2 is a three-phase permanent magnet synchronous motor, and one end of each of the three coils of U, V, and W phases is connected to the midpoint. The other end of each phase coil is connected to the corresponding phase arm of inverter 20.

  1 receives torque command values, motor rotation speeds, motor current values of two motor generators, and voltages between terminals of battery 17, boosted voltage of boost converter 18, and battery current. Main controller 10 then outputs a boost instruction, a step-down instruction, and an operation prohibition instruction to boost converter 18.

  Further, main controller 10 provides drive instruction for inverter 22 to convert a DC voltage, which is the output of boost converter 18, into an AC voltage for driving motor generator MG1, and an AC voltage generated by motor generator MG1. Is output to the step-up converter 18 side.

  Similarly, main controller 10 drives inverter 20 to convert a DC voltage into an AC voltage for driving motor generator MG2, and converts the AC voltage generated by motor generator MG2 into a DC voltage for boosting. A regeneration instruction for returning to the converter 18 side is output.

  DC / AC converter 28 outputs an AC voltage, for example, AC 100 V, to socket 16 using the power of battery 17 supplied via boost converter 18 or the power generated by motor generator MG1. On the other hand, if the socket 16 is used for input and the DC / AC converter 28 converts AC 100 V input from the outside into direct current of the charging voltage, the battery 17 can be charged.

  In the configuration of the traveling & power generation system 14 described above, the battery 17, the boost converter 18, and the DC / AC converter 28 correspond to the power storage device that can be charged from the outside. A portion corresponding to a power supply device that supplies power to the outside corresponds to engine 26, motor generator MG <b> 1 that receives mechanical power from engine 26, inverter 22, and DC / AC converter 28. When power is supplied from the battery 17 to the outside, the battery 17, the boost converter 18, and the DC / AC converter 28 correspond to a power supply device. Note that the boost converter 18 and the DC / AC converter 28 may not be provided depending on the voltage supplied to or received from the outside and the type of DC / AC.

  Referring again to FIG. 1, vehicle 1 further includes an input unit that receives instructions from power generation vehicle key 3 and travel vehicle key 2, control unit 6, steering lock device 7, and shift lock device 8. And an auto alarm device 9.

  The input unit includes a key cylinder 4 into which a vehicle key is inserted, and an antenna 5 arranged around the key cylinder 4.

  When the instruction given via the input unit is given by the power generation vehicle key 3, the control unit 6 sets the vehicle to the power generation mode and controls the running & power generation system 14 to be operable. And the exclusive load 12 at the time of driving | running | working is controlled to be inoperable.

  On the other hand, when the instruction is given by the traveling vehicle key 2, the control unit 6 sets the vehicle in the traveling mode. In this travel mode, at least the vehicle is controlled to travel. The function of supplying power to the load via the socket 16 may be valid or invalid in the traveling mode. For example, in the traveling mode, power can be supplied from the socket 16 if both the traveling & power generation system 14 and the traveling dedicated load 12 are controlled to be operable. On the other hand, the function of the DC / AC converter 28 in FIG. 2 in the traveling & power generation system 14 is stopped in the traveling mode, or a relay is provided between the socket 16 and the DC / AC converter 28 to disconnect this relay in the traveling mode. If the control is performed, power supply is impossible in the travel mode.

  The power generating vehicle key 3 and the traveling vehicle key 2 include transponders TP that transmit different first and second identification signals, respectively. The input unit receives the first and second identification signals.

  The control unit 6 communicates with the power generation vehicle key 3 and the traveling vehicle key 2 and travels based on the output of the electronic key verification unit 11 that discriminates the first and second identification signals, and the output of the electronic key verification unit 11. And a main controller 10 that performs switching control for enabling / disabling operation of the power generation system 14 and the dedicated load 12 during traveling. Note that the control unit 6 may be one electronic control unit (ECU) that realizes the functions of the electronic key verification unit 11 and the main control device 10, or the control unit 6 is configured by a plurality of ECUs. May be realized.

FIG. 3 is a flowchart showing a control structure of a program executed by the control unit 6.
Referring to FIGS. 1 and 3, when the vehicle key is inserted and rotated, the ignition key is turned on (I / G ON). First, when the process is started, it is determined in step S1 whether or not this state has been detected. If not detected, the process proceeds to step S12 and the process ends.

  When the I / G ON state is detected in step S1, the process proceeds to step S2. In step S <b> 2, the electronic key matching unit 11 reads the first and second identification signals from the power generation vehicle key 3 and the travel vehicle key 2 using the antenna 5.

  In a so-called immobilizer-equipped vehicle, the electronic key collating unit 11 further authenticates whether the first and second identification signals correspond to the unique ID code of the vehicle. When the identification signal corresponding to the vehicle unique ID code is not included in the received signal, the electronic key verification unit 11 instructs the main control device 10 not to validate the traveling function.

  The immobilizer system is a system for preventing theft by embedding an electronic chip called a transponder TP in a vehicle key. When starting, the transponder TP wirelessly transmits a unique ID code to the electronic key verification unit 11 attached to the vehicle side. If the code does not match the vehicle-specific ID code, the vehicle will not start even if the physical shape of the vehicle key matches. The ID code is created using a very complicated mechanism using an encryption technique, and increases the certainty of theft prevention.

FIG. 4 is a diagram for explaining communication between the vehicle and the transponder of the vehicle key.
Referring to FIG. 4, power is first supplied to the transponder by charging on the vehicle side. Subsequently, an ID code is generated on the vehicle side and transmitted to the transponder side. This ID code may be determined based on a random number generated by a random number generator.

  The transponder side processes the ID code according to the encryption algorithm and creates a response. Then, a response is transmitted from the transponder side to the vehicle side.

  On the vehicle side, the response to the ID code is decoded by the verification unit according to the encryption algorithm. If the decryption result matches the first generated ID code, the verification is completed normally.

  For example, if the key information of the encryption algorithm is different between the power generation key and the traveling key, the vehicle side can identify whether the vehicle key is for power generation or traveling.

  Referring to FIGS. 1 and 3 again, if the key ID is that of the power generation key in step S2, the process proceeds to step S3, and control unit 6 shifts the vehicle to the power generation mode. On the other hand, if the key ID is that of the traveling key, the process proceeds to step S8, the control unit 6 shifts the vehicle to the traveling mode, and unlocks the steering lock device 7 and the shift lock device 8. To do.

  In the power generation mode of step S3, the control unit 6 does not release the steering lock device 7 and the shift lock device 8. Therefore, the vehicle 1 is in a state where it cannot travel.

  Subsequently, in step S4, the control unit 6 determines whether or not the operating condition of the security function is satisfied. For example, if the driver locks the door using the traveling vehicle key 2 or the like with the power generating vehicle key 3 inserted into the key cylinder 4, the operating condition of the security function is established. Then, the process proceeds from step S4 to step S6, and the control unit 6 sets the security function such as the auto alarm device 9 to be valid in the power generation mode. As a result, when the door is pry open, an alarm is activated to prevent the vehicle from being stolen. Then, the process proceeds from step S6 to step S7.

  On the other hand, when the driver is in or near the vehicle in step S4, the driver does not perform an operation for enabling the security function, so the operating condition is not satisfied, and the process directly from step S4 to step S7 is performed. Advances.

  In step S7, the control unit 6 determines whether the key cylinder 4 is rotated by the power generation vehicle key 3 and is not changed to the OFF position. If it has not been changed, the process returns to step S4, and the security function check is executed again. If the key cylinder has been changed to the OFF position in step S7, the process proceeds to step S12 and the process ends.

  Next, a case where the process proceeds from step S2 to step S8 will be described. In step S8, the controller 6 releases the lock of the steering lock device 7 when the key cylinder 4 is set to the ON position as a result of determining that the inserted vehicle key is the travel vehicle key 2. . In step S9, the control unit 6 shifts the vehicle to the travel mode.

  In the traveling mode, the supply power of AC 100V is limited in step S10. This is because the motor generator MG2 shown in FIG. 2 needs to be driven when the vehicle travels, and therefore, when a large amount of power is consumed in the socket 16, the power supplied to the motor generator MG2 is insufficient.

  Conversely, in the power generation mode, since there is no power limitation, there is an advantage that almost all of the power generated by rotating the motor generator MG1 by the engine 26 can be supplied from the socket 16 to the outside of the vehicle.

  In other words, conventionally, considering the possibility of using a personal computer, a TV, or the like in the car during traveling, the power that can be output has been limited according to the usable amount during traveling. On the other hand, in the embodiment of the present invention, when a vehicle is used as a generator when the vehicle is stopped, it is possible to supply a larger amount of electric power to the outside than when traveling using electric power with a motor.

  In step S11, the control unit 6 determines whether the key cylinder 4 is rotated by the traveling vehicle key 2 and is not changed to the OFF position. If not changed, the process returns to step S9, and the restriction on the power supply function in the travel mode is executed again. If the key cylinder has been changed to the OFF position in step S11, the process proceeds to step S12 and the process ends.

[Embodiment 2]
In the second embodiment, a case where the present invention is applied to a normal key of a vehicle not equipped with an immobilizer system will be described.

FIG. 5 is a block diagram showing the configuration of the vehicle 51 according to the second embodiment of the present invention.
Referring to FIG. 5, vehicle 51 includes a travel & power generation system 64 that is enabled when the vehicle travels and when power is transferred, and a travel dedicated load 62 that is enabled when the vehicle travels and is different from travel & power generation system 64. including. The travel & power generation system 64 has an output socket 66 and can output electric power to the outside. The dedicated load 62 for traveling includes, for example, a headlight, a wiper, an air conditioner, and the like. The configuration of travel & power generation system 64 is the same as that of travel & power generation system 14 described with reference to FIG.

  Vehicle 1 further includes an input unit that receives instructions from power generation vehicle key 53 and traveling vehicle key 52, control device 56, steering lock device 67, shift lock device 68, and auto alarm device 69. .

  The input unit includes a key cylinder 54 for inserting a vehicle key. The power generation vehicle key 53 and the travel vehicle key 52 have different grooves and outer shapes. The key cylinder 54 can identify the shapes of the power generation vehicle key 53 and the travel vehicle key 52.

  For example, the power generation vehicle key 53 can rotate the key cylinder 54 to the power generation position, but cannot rotate it to the accessory position or the travel position. In the traveling vehicle key 52, the key cylinder can be rotated to the accessory position or the traveling position.

  At the power generation position, the travel-only equipment is set to be inoperable and the steering lock device 67 and the shift lock device 68 are locked, so that the vehicle cannot travel but can supply power to the outside.

  When the instruction given via the key cylinder 54 is given by the power generation vehicle key 53, the control device 56 sets the vehicle to the power generation mode and controls the running & power generation system 64 to be operable. In addition, the dedicated load 62 during traveling is controlled so as to be inoperable.

  On the other hand, when the instruction is given by the traveling vehicle key 52, that is, when the key cylinder 54 is set to the traveling position (ON position), the control device 56 sets the vehicle to the traveling mode. . In this travel mode, at least the vehicle is controlled to travel. The function of supplying power to the load via the socket 66 may be valid or invalid in the traveling mode. For example, in the traveling mode, if both the traveling & power generation system 64 and the traveling dedicated load 62 are controlled to be operable, power can be supplied from the socket 66. On the other hand, the function of the DC / AC converter 28 in FIG. 2 in the traveling & power generation system 64 is stopped in the traveling mode, or a relay is provided between the socket 66 and the DC / AC converter 28 to disconnect this relay in the traveling mode. If the control is performed, power supply is impossible in the travel mode.

  The control device 56 discriminates the key cylinder position, and based on the position, performs control for switching between enabling / disabling of the traveling & power generation system 64 and the dedicated load 62 during traveling.

Note that the control device 56 may be realized by a plurality of ECUs.
FIG. 6 is a flowchart showing a processing structure of a control program executed by the control device 56.

  The process of the flowchart of FIG. 6 differs from the process of the flowchart of the first embodiment described with reference to FIG. 3 as follows.

  In step S1, if the position of the key cylinder 54 is not OFF, the process proceeds to step S20, and if it is OFF, the process proceeds to step S12.

  In step S20, the power generation vehicle key 53 or the travel vehicle key 52 is determined from the set position of the key cylinder 54. If it is the power generation vehicle key, the process proceeds to step S3. The process proceeds.

  With respect to the other portions, the same operations as those described with reference to FIG. 3 are performed in each step, and therefore description thereof will not be repeated.

[Embodiment 3]
In the third embodiment, a case will be described in which the present invention is applied to a so-called smart key system in which a vehicle can be started and a door can be unlocked even if the key is carried and not inserted into the keyhole.

FIG. 7 is a block diagram showing the configuration of the vehicle 101 according to the third embodiment of the present invention.
Referring to FIG. 7, vehicle 101 includes a travel & power generation system 114 that is enabled during vehicle travel and power transfer, and a travel dedicated load 112 that is enabled during vehicle travel and is different from travel & power generation system 114. including. The traveling load 112 includes, for example, a headlight, a wiper, an air conditioner, and the like. The travel & power generation system 114 has an output socket 116 and can output electric power to the outside.

  The vehicle 101 further includes an input unit that receives instructions from the power generation smart key 103 and the traveling smart key 102, a control unit 106, a steering lock device 107, a shift lock device 108, an auto alarm device 109, and a display. Device 117.

  The input unit includes a push button 104 that gives a driver an instruction to start the vehicle, and an antenna 115 that can receive an identification signal from the smart key when the smart key enters a predetermined area.

  When the instruction given via the input unit is given by the power generation smart key 103, the control unit 106 sets the vehicle to the power generation mode and controls the traveling & power generation system 114 to be operable. And the exclusive load 112 at the time of driving | running | working is controlled to be inoperable.

  On the other hand, when the instruction is given by the traveling smart key 102, the control unit 106 sets the vehicle to the traveling mode. In this travel mode, at least the vehicle is controlled to travel. The function of supplying power to the load via the socket 116 may be valid or invalid in the traveling mode. For example, in the traveling mode, power can be supplied from the socket 116 if both the traveling & power generation system 114 and the traveling dedicated load 112 are controlled to be operable. On the other hand, the function of the DC / AC converter 28 in FIG. 2 in the traveling & power generation system 114 is stopped in the traveling mode, or a relay is provided between the socket 116 and the DC / AC converter 28 to disconnect the relay in the traveling mode. If the control is performed, power supply is impossible in the travel mode.

  The power generation smart key 103 and the travel smart key 102 respectively transmit different first and second ID codes. The antenna 115 receives the first and second ID codes.

  The control unit 106 communicates with the power generation smart key 103 and the traveling smart key 102 via the antenna 115 to read out and determine the first and second ID codes, and the electronic key verification unit 111. And a main controller 110 that performs switching control to enable / disable operation of the traveling & power generation system 114 and the dedicated load 112 during traveling based on the output of 111. The control unit 106 may be one electronic control unit (ECU) that realizes the functions of the electronic key verification unit 111 and the main control device 110, or the control unit 106 is realized by a plurality of ECUs. You may do it.

  The electronic key verification unit 111 reads the first and second identification signals from the vehicle key using an antenna. The control unit 106 performs an operation according to the output of the push button 104 for the device set to be operable based on the output of the electronic key verification unit 111 of the traveling & power generation system 114 and the dedicated load 112 during traveling. Instruct. The electronic key collating unit 111 notifies the occupant whether the current operation mode is the power generation mode or the traveling mode using the display device 117.

  In the case where both the traveling smart key 102 and the power generation smart key 103 are carried, one of them is recognized with priority. For example, since the power generation smart key 103 is used only in an emergency such as a power failure, the power generation smart key 103 can be recognized with priority over the travel smart key 102. In that case, if the invalid button is provided in the power generation smart key 103, it is possible to drive the vehicle even when both are carried.

  FIG. 8 is a flowchart showing a control structure of a program executed by the control unit 106.

  The process of the flowchart of FIG. 8 differs from the process of the flowchart of the first embodiment described with reference to FIG. 3 as follows.

  The process of step S30 is executed instead of step S1, and communication with the smart key is attempted to determine whether communication is established. If communication with the smart key is not established, the process proceeds to step S12 and the process is terminated.

  On the other hand, if communication with the smart key is established, the process proceeds to step S31, and it is detected whether an activation instruction is given from the push button 104 of FIG. If the activation instruction is not given, the process proceeds to step S12 and the process is terminated. If an activation instruction is given, the process proceeds to step S2.

  In step S2, communication with the vehicle key is performed using the antenna around the key cylinder in the case of FIG. 3, but in the case of FIG. 8, the antenna 115 capable of communicating with the smart key in the detection area is used. . The communication method uses an ID code and a cryptographic algorithm as in the case of the immobilizer system.

  In addition, regarding the operating condition of the security function in step S3, the person who carries the power generation smart key 103 operates the push button 104 to enable the power generation function and then differs from the normal smart key even if he leaves the vehicle. The function is not disabled. The security function operating condition is that the person carrying the power generation smart key 103 closes the door and leaves the vehicle.

  In FIG. 3, the determination of OFF in step S7 and step S11 is determined by the position of the key cylinder rotated by the vehicle key. However, in step S32 and step S33 of FIG. 8, an OFF instruction is input from the push button 104. It is judged by whether or not.

  With respect to the other portions, the same operations as those described with reference to FIG. 3 are performed in each step, and therefore description thereof will not be repeated.

  In addition, although the case where both driving | running | working and electric power generation were used as a smart key was demonstrated, either one may be used as a smart key and the other may be used as a vehicle key as demonstrated in Embodiment 1 or 2.

[Embodiment 4]
The fourth embodiment can be applied to any of the first to third embodiments.

FIG. 9 is a block diagram for explaining a vehicle according to the fourth embodiment.
Referring to FIG. 9, traveling & power generation system 264 includes at least one of a power storage device or a power generation device, and has a socket 266 for connecting an external device outside the vehicle to the power storage device or the power generation device. A load connection detection unit 250 is provided to detect whether or not a plug of an external device is connected to the socket 266.

  The control device 256 receives the output of the load connection detection unit 250 and detects whether or not an external device is connected to the socket. If the connection is not detected, the control device 256 supplies power to the outside of the traveling & power generation system 264. Disables the function to send and receive.

  Note that the control device 256 may detect whether or not an external device is connected to the socket 266, and may not accept an instruction for a power generation vehicle key if connection is not detected. Further, the key cylinder may be controlled so that the power generation key can be turned only when the key is connected to the socket 266.

  In this way, useless energy consumption can be eliminated when the load is not connected.

  In the above embodiment, the traveling vehicle key and the power generation vehicle key are recognized in the vicinity of the same driver's seat. It may be operable.

  Moreover, although the case where electric power is supplied to the outside of the vehicle has been described as an example, the present invention can also be applied when charging the vehicle from the outside. Further, the present invention can be applied to a device having both power feeding and charging functions and a device including only one of the functions. Furthermore, as an example of supplying power to the outside of the vehicle, the power generation mode in which the generator is rotated in the vehicle has been described. However, if a large-capacity battery is installed, it is not always necessary to generate power in the vehicle. The present invention can also be applied to an apparatus that supplies power to the outside.

  As described above, according to the embodiment of the present invention, it is possible to prevent the vehicle from being able to travel while power is being transferred to and from the outside of the vehicle by using the vehicle key for power generation. Thereby, for example, it is possible to prevent vehicle theft when the user leaves the vehicle during power supply.

  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.

1 is a block diagram illustrating a configuration of a vehicle 1 according to a first embodiment of the present invention. It is a block diagram which shows schematic structure of the driving | running | working & electric power generation system 14 in FIG. 5 is a flowchart showing a control structure of a program executed by the control unit 6. It is a figure for demonstrating communication with the transponder of a vehicle and a vehicle key. It is the block diagram which showed the structure of the vehicle 51 of Embodiment 2 of this invention. 5 is a flowchart showing a processing structure of a control program executed by a control device 56. It is the block diagram which showed the structure of the vehicle 101 of Embodiment 3 of this invention. 5 is a flowchart showing a control structure of a program executed by control unit 106. FIG. 10 is a block diagram for illustrating a vehicle according to a fourth embodiment.

Explanation of symbols

  1,51,101 Vehicle, 2,52 Vehicle key for traveling, 3,53 Vehicle key for power generation, 4,54 Key cylinder, 5,115 Antenna, 6,106 Control unit, 7, 67, 107 Steering lock device, 8 , 68, 108 Shift lock device, 9, 69, 109 Auto alarm device, 10, 110 Main controller, 11, 111 Electronic key verification unit, 12, 62, 112 Dedicated load for travel, 14, 64, 114, 264 Travel & Power generation system, 16, 66, 116, 266 socket, 17 battery, 18 boost converter, 20, 22 inverter, 24 power split mechanism, 26 engine, 28 DC / AC converter, 30 wheels, 56, 256 control device, 102 travel Smart key, 103 Smart key for power generation, 104 Push button 117 display device, 250 a load connection detecting unit, MG1, MG2 motor generator, SMRP, SMRG system main relay, TP transponder.

Claims (13)

A vehicle that performs at least one of power reception and power feeding with an electric device outside the vehicle,
An input unit for receiving instructions from the first and second vehicle keys;
In the case where the instruction given via the input unit is given by the first vehicle key, at least one of power reception and power feeding can be executed with the electric device and running is not possible. And a control unit that controls the vehicle so as to be enabled, and controls the vehicle so that the vehicle can run at least when the instruction is given by the second vehicle key. The first and second vehicle keys respectively send different first and second identification signals,
The input unit receives the first and second identification signals,
The controller is
A determination unit that communicates with the first and second vehicle keys to determine the first and second identification signals;
The vehicle according to claim 1, further comprising: a main control unit that performs switching control to enable / disable operation of the first and second devices based on an output of the determination unit.   The vehicle according to claim 2, wherein the determination unit further authenticates whether the first and second identification signals correspond to the vehicle. The input unit is
A key cylinder for inserting the vehicle key;
An antenna disposed around the key cylinder,
The vehicle according to claim 2, wherein the determination unit reads the first and second identification signals from a vehicle key using the antenna. The input unit is
An antenna disposed in the vehicle;
An operation unit for giving a start instruction,
The determination unit reads the first and second identification signals from the vehicle key using the antenna,
The control unit instructs an operation according to the output of the operation unit to a device set to be operable based on an output of the determination unit of the first and second devices. 2. The vehicle according to 2. The first and second vehicle keys have different shapes,
The vehicle according to claim 1, wherein the input unit includes a key cylinder capable of identifying different shapes of the first and second vehicle keys. A first device that is enabled when the vehicle is running and at least one of when receiving power and when supplying power;
A second device that is effective when the vehicle is running and is different from the first device;
The controller controls the first device to be operable and controls the second device to be inoperable when the instruction is given by the first vehicle key; 2. The vehicle according to claim 1, wherein the first and second devices are both operably controlled when is provided by the second vehicle key. The first device includes:
At least one of a power storage device and a power supply device;
A connector for connecting an external device outside the vehicle to the power storage device or the power feeding device,
The control unit detects whether or not the external device is connected to the connector. When the connection is not detected, the control unit receives at least one of power reception and power supply with the external device among the first devices. The vehicle according to claim 7, wherein a function to be performed is disabled. The first device includes:
At least one of a power storage device and a power supply device;
A connector for connecting an external device outside the vehicle to at least one of the power storage device and the power feeding device;
The vehicle according to claim 7, wherein the control unit detects whether or not the external device is connected to the connector, and when the connection is not detected, the control unit cannot accept the instruction of the first vehicle key. . The power storage device
A secondary battery,
The vehicle according to claim 8, further comprising: a voltage conversion circuit provided on a path for charging the secondary battery from the connector. The power supply device
A secondary battery,
The vehicle according to claim 8, further comprising: a voltage conversion circuit provided on a path for charging the secondary battery from the connector. The power supply device
An internal combustion engine;
The vehicle according to claim 8, further comprising: a rotating electric machine that generates electric power by receiving mechanical power from the internal combustion engine. The second device includes:
The vehicle according to claim 7, comprising at least one of a headlight, a wiper, and a passenger compartment air conditioner.

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