JP2010163028A - Vehicle capable of traveling with charged power, and charging system for the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent charging from being started as long as a midnight power contract supposing charging at home has been made, even when a charging cable integrated with an oil supply pipe is connected unless an emergency charging operation is performed, when the connection of the oil supply pipe is detected at a service station. <P>SOLUTION: The connection of a charging cable is interlocked with the time monitor of midnight charging. When a cable connected for midnight charging is maintained in a connected state, without being removed in the next morning, a vehicle is prevented from starting. A plurality of charging levels for switching motor traveling to engine traveling can be selected in a plug-in hybrid car. At simultaneous power supply and fuel supply, oil supply is inhibited so that ignition by spark, or the like, can be prevented, when a charging cable is damaged. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle capable of traveling with charging power and a charging system thereof.

  In recent years, electric vehicles and hybrid vehicles have attracted attention as environmental measures from the viewpoint of reducing carbon dioxide emissions and from the viewpoint of economy. Furthermore, there is a growing interest in plug-in hybrid vehicles that use not only gasoline but also charging power as an energy source.

JP 2008-189121 A Special table 2008-537528

  However, many problems still remain for the spread of vehicles that can run on charging power due to problems such as maintenance of the charging environment.

  In view of the above, an object of the present invention is to make various proposals for improving the practical aspects of a vehicle that can be driven by charging power and its charging system.

  In order to solve the above problems, the present invention provides a fuel tank that receives fuel, a power storage unit that receives power supply from a power line, a fuel supply preparation detection unit that detects a fuel supply preparation state to the fuel tank, and a power storage unit. The power supply preparation detection unit that detects the power supply preparation state and the power storage unit when the power supply preparation detection unit detects the power supply preparation state depending on whether or not the fuel supply preparation detection unit detects the fuel supply preparation state. There is provided a vehicle capable of traveling with charging power, characterized in that it has a control unit that varies the power supply status. An example of making the power supply status different is that when the refueling preparation detection unit detects the refueling preparation state, even if the power supply preparation detection unit detects the power supply preparation state, it does not supply power to the power storage unit. Is to control. Such a feature is that, for example, when the vehicle is in a predetermined power supply contract conclusion state such as a late-night power charge contract assuming charging at home, the power supply preparation detection unit detects the power supply preparation state at a service stand or the like. However, it is useful when power supply to the power storage unit is not performed and expensive power supply is not received. Examples of making the power supply status different are not limited to the above. In the case of an emergency, even when the refueling preparation detection unit detects the refueling preparation state according to the operation of the operation unit at a service stand or the like, when the power supply preparation detection unit detects the power supply preparation state, to the power storage unit It is also optional that the power supply can be permitted.

  According to another aspect of the invention, a fuel tank that receives fuel, a power storage unit that receives power supply from a power line, a power supply preparation detection unit that detects a power supply preparation state to the power storage unit, Charging power, comprising: a control unit that changes the power supply status to the power storage unit when the power supply preparation detection unit detects the power supply preparation state depending on whether or not the power supply contract is concluded A vehicle capable of traveling is provided. An example of making the power supply status different is that when the vehicle is in a predetermined power supply contract conclusion state, even if the power supply preparation detection unit detects the power supply preparation state, control is performed so that power supply to the power storage unit is not performed. It is. Such a feature is that, for example, when the vehicle is in a predetermined power supply contract conclusion state and is not in the power supply available time zone based on the contract, the power to the power storage unit is detected even if the power supply preparation detection unit detects the power supply preparation state. This is useful when the supply is not performed and the expensive power supply is not received. Examples of making the power supply status different are not limited to the above.

  According to another aspect of the present invention, a power storage unit that receives power supply from a power line, a power supply preparation detection unit that detects a power supply preparation state to the power storage unit, a travel start operation unit, and a power supply preparation detection And a travel control unit that disables the operation of the travel start operation unit when the unit detects a power supply preparation state. An example of detection of the power supply preparation state is detection of a state in which an external cable that supplies power to the power storage unit remains connected to the vehicle, and it is prevented that the vehicle travels in such a state. The The example of the detection of the power supply preparation state is not limited to the above. In addition, if a notification unit is provided for notifying that the travel control unit invalidates the operation of the travel start operation unit, it is possible to prompt the user to cancel the power supply preparation state and enable traveling. Such a configuration provides power supply to the power storage unit even when the power supply preparation detection unit detects the power supply preparation state when the vehicle is in a predetermined power supply contract conclusion state and is not in a power supply available time zone based on the contract. This is useful in the case where a control unit that controls not to perform is provided. In such a configuration, for example, if the vehicle is placed in a parking lot at home and is in a power supply preparation state so that charging is automatically started at midnight, the next morning, the vehicle will run without releasing the power supply preparation state. This is because a serious accident can be prevented. The above features are useful regardless of whether the vehicle is a plug-in hybrid vehicle or an electric vehicle.

  According to another aspect of the present invention, the power storage unit that receives power supply from the power line, the power supply preparation detection unit that detects the power supply preparation state to the power storage unit, and the power supply preparation detection unit are in the power supply preparation state Detecting that the vehicle is in a power supply available time zone based on a predetermined power supply contract and detecting that the time zone detection unit is in a power supply time zone A vehicle capable of traveling with charging power is provided, which includes a control unit that does not supply power even if the power supply preparation detection unit detects a power supply preparation state unless otherwise provided. In this way, the detection of the power supply preparation state when there is a predetermined power supply contract and the detection of the power supply available time zone are linked.

  According to another aspect of the present invention, a fuel tank that receives fuel, a power storage unit that receives power supply from a power line, a detection unit that detects a power storage state of the power storage unit, and consumes fuel in the fuel tank. A first power source that generates power, a second power source that generates power by consuming electric power from the power storage unit, and a second power source to a first power source based on a first detection level of the detection unit A control unit capable of selecting a first mode for switching and a second mode for switching from the second power source to the first power source based on a second detection level of a detection unit different from the first detection level; There is provided a vehicle capable of traveling with charging power. For example, the second detection level is, for example, a level for maintaining the state where the power storage unit is sufficiently charged, and the first detection level is, for example, when the traveling efficiency by the first power source is not more than a predetermined value. It is a level that enables traveling by the second power source. Further, the control unit can be configured to be able to select the third mode in which continuous running is performed only by the second power source. In this case, if the control unit is configured to enable the change from the second mode to the third mode, it is possible to enter the traveling state using only the second power source from the state where the power storage unit is sufficiently charged. In addition, the control unit can be configured to be able to change from the second mode to the first mode. In this case, the first mode can be entered from a state where the power storage unit is sufficiently charged. . Further, it is desirable that the control unit be configured to be able to switch between the first power source and the second power source based on the traveling efficiency.

  According to another feature of the present invention, a fuel supply path, a power supply path, an abnormality detection unit that detects an abnormality in the power supply path, and a fuel supply path when the abnormality detection unit detects an abnormality in the power supply path. A charging system for a vehicle that can be driven by charging power, characterized by having a control unit that prohibits fuel supply, and an abnormality in the power supply path when supplying power and fuel simultaneously at a service stand or the like It is possible to prevent ignition by sparks.

  As described above, according to the present invention, various practical improvements in the vehicle that can be driven by the charging power and the charging system thereof can be achieved.

It is a block diagram which shows the 1st Example of the vehicle charging system which concerns on embodiment of this invention. FIG. 2 is a block diagram showing details of wiring relations in the first embodiment of FIG. 1. It is a block diagram which shows the detail of the electric power supply opening-and-closing part in the outlet unit of a garage, and a residence system in 1st Example of FIG. FIG. 2 is a block diagram illustrating details of a power supply switch and the like in a power supply opening / closing unit in the first embodiment of FIG. 1. It is a flowchart which shows the basic operation | movement of the control computer of a residence system. It is a flowchart which shows the detail of step S20 of FIG. It is a flowchart which shows the detail of step S46 and step S52 of FIG. It is a block diagram which shows the 2nd Example of the vehicle charging system which concerns on embodiment of this invention. It is a block diagram which shows the detail of the structure of the outlet unit in 2nd Example. It is a block diagram which shows arrangement | positioning of the some outlet unit in 2nd Example. It is a flowchart which shows the basic operation | movement of the electric power feeding control computer in 2nd Example. It is a block diagram which shows the 3rd Example which concerns on embodiment of this invention. It is a flowchart which shows the basic operation | movement of the vehicle control part in 3rd Example. It is a flowchart which shows the detail of step S214 of FIG. It is a flowchart which shows the detail of step S220 of FIG. It is a flowchart which shows the detail of step S296 of FIG. It is a flowchart which shows the detail of step S338 of FIG. It is a flowchart which shows the detail of step S342 of FIG. It is a flowchart which shows the detail of step S344 of FIG.

  FIG. 1 is a block diagram showing a first example of the vehicle charging system according to the embodiment of the present invention. The garage 2 can accommodate a plug-in hybrid type vehicle 4 and includes an outlet unit 6. The connecting portion 8 of the outlet unit 6 and the connecting portion 10 for charging of the vehicle 4 can be connected by a charging cable 12. The charging cable 12 is normally stored in the vehicle 4 and is taken out during charging and connected as shown in FIG.

  As described above, the vehicle 4 is a plug-in hybrid type, and the traveling mechanism 14 consumes the gasoline in the fuel tank 16 and rotates, and the motor 22 that consumes power from the secondary battery 20 and rotates. It can be driven by either of these. The secondary battery 20 is charged by surplus power of the engine 18 and can be charged by electric power supplied from the outside of the vehicle 4 via the charging connection portion 10. The secondary battery 20 is also charged by the counter electromotive force of the motor 22 during deceleration.

The charging cable 12 is a power line incorporated in a PLC (Power Line Communications) system as will be described in detail later. That is, the charging cable 12 is a power line and also serves as a communication path for a digital communication signal synthesized with the charging cable 12. The PLC demultiplexing / combining unit 24 supplies the power received by the charging connection unit 10 via the charging cable 12 to the secondary battery 20, demultiplexes the digital communication signal, and transmits the demultiplexed signal to the vehicle control unit 26. On the other hand, the PLC demultiplexing / synthesizing unit 24 synthesizes a command from the vehicle control unit 26, data stored in the storage unit 28, and the like into the power line and outputs the power line to the outside of the vehicle 4. The storage unit 28 stores, for example, data for authenticating the vehicle 4 from the outside.
The vehicle control unit 26 further controls the display unit 30 and generates an infrared operation signal 36 from the wireless communication unit 34 in response to a manual operation at the operation unit 32. This infrared operation signal is a signal for opening and closing a garage door, for example. In addition, the vehicle control unit 26 monitors the charging status of the secondary battery 20.

The outlet unit 6 is supplied with power from the power line 38 incorporated in the PLC system, and is connected to the connection unit 8 via the power supply opening / closing unit 40. The power supply opening / closing unit 40 has a meter and the like with a function of cutting off the power supply to the connection unit 8 when unnecessary and inconvenient, and demultiplexes a signal for cutting off the power supply and combines the meter information into the power line. A PLC demultiplexer / synthesizer 42 is provided. Details thereof will be described later.
The outlet unit 6 further includes a hand display unit 44 and a hand illumination unit 46. The hand display unit 44 displays the charging status and the like at the hand of the outlet unit 6 based on the digital communication signal demultiplexed by the PLC demultiplexing unit 48. The hand illumination unit 46 illuminates the connection unit 8 and the hand display unit 44 when the hand of the outlet unit 6 is dark based on the digital communication signal demultiplexed by the PLC demultiplexing unit 50.

The garage 2 further includes a garage illumination unit 52 and a garage door mechanism 54 connected to the power line 38, and these are controlled by a garage control unit 56 that is also connected to the power line 38. The garage control unit 56 has a PLC demultiplexing / combining unit 58, and synthesizes control signals to the garage lighting unit 52, the garage door mechanism 54, and the like on the power line 38 and outputs the power signal 38. These control signals are demultiplexed by the PLC demultiplexing unit 60 or the PLC demultiplexing unit 62 to control the garage illumination unit 52 or the garage door mechanism 54.
For example, when an infrared operation signal 36 generated based on the garage door opening operation of the operation unit 32 is received by the wireless communication unit 64, the garage door is controlled by the PLC demultiplexing synthesis unit 58 controlled by the vehicle control unit 56. The opening control signal is combined with the power line 38 and is demultiplexed by the PLC demultiplexing unit 62, whereby the garage door mechanism 54 is driven to open the garage door. The infrared signal 36 may be automatically generated when the vehicle 4 approaches the garage 2.
Similarly, when an infrared operation signal 36 generated by a lighting operation of the garage lighting of the operation unit 32 or automatic approach detection is received by the communication unit 64, the garage is operated by the PLC demultiplexing unit 58 controlled by the vehicle control unit 56. The door opening control signal is combined with the power line 38, and is demultiplexed by the PLC demultiplexing unit 60, so that the garage illumination unit 52 for illuminating the entire garage is turned on.

In the first embodiment, the wireless communication unit 34 and the communication unit 64 are configured to have an infrared communication function, but both can be configured as a wireless LAN communication unit. In this case, wireless communication can be performed bidirectionally and at high speed by radio waves in place of the infrared operation signal 36, and various information exchanges can be performed between the vehicle control unit 26 and a control computer in a residential system 66 described later. it can.
Further, when the communication unit 34 is configured as a wireless LAN communication unit, direct communication between the communication unit 34 and the residential system 66 is possible if the control computer in the residential system 66 can support wireless LAN communication. Various information exchanges can also be performed. In this case, the authentication data of the vehicle 4 stored in the storage unit 28 can be directly transmitted to the dwelling system 66 not only via the charging cable 12 but also via the wireless LAN.

When the garage 2 and the vehicle 4 are connected by the charging cable 12, the operation signal from the operation unit 32 or the like is synthesized with the power line by the PLC demultiplexing / combining unit 24, thereby the garage from the charging cable 12 via the power line 38. The illumination unit 52 or the garage door mechanism 54 can be controlled.
Further, instead of the direct control from the vehicle control unit 26 as described above, various digital signals on the power line 38 are first demultiplexed by the PLC demultiplexing synthesis unit 58 and processed by the vehicle control unit 56. A dedicated control signal based on the result may be combined with the power line 38 by the PLC demultiplexing combining unit 58 to control the garage lighting unit 52, the garage door mechanism 54, and the like. In this case, the digital signal to be demultiplexed by the PLC demultiplexing / synthesizing unit 58 may be information not only from the vehicle 4 but also from the dwelling system 66 to which the garage 2 is attached.

The electric power is drawn from the lead-in line 68 to the distribution board 72 via the power selling / buying meter 70 and supplied to the power line 38 in the residence via the PLC demultiplexing / combining unit 74. An optical cable 76 is connected to the PLC demultiplexing / combining unit 74. A digital communication signal transmitted from the optical cable 76 is combined with the power line 38, and a digital communication signal flowing through the power line 38 in the residence is demultiplexed. It is transmitted from the optical cable 76 to the outside.
The solar system 78 includes a solar cell 80, and generated electric power is supplied to the distribution board 72 via the inverter 82. When the power supplied from the solar system 78 is less than the power consumed in the house, the power sale / buy meter 70 is in a power purchase state, and conversely, the power supplied from the solar system 78 is consumed in the house. When it is more than the electric power, the power sale / power purchase meter 70 is in a power sale state.

  The dwelling system 66 has a control computer, which will be described later, and controls the interior of the dwelling and also has a PLC demultiplexing / synthesizing unit 84 necessary for this control. The power trading information from the power selling / buying meter 70 is transmitted to the dwelling system 66 through the LAN cable 86 and processed by the control computer.

  FIG. 2 is a block diagram showing details of wiring relations in the first embodiment of the vehicle charging system in FIG. Since the configuration itself is exactly the same as in FIG. 1, the corresponding parts are denoted by the same reference numerals, and the description thereof is omitted unless necessary. In FIG. 2, a part of the configuration shown in FIG. 1 is omitted. For example, in FIG. 2, the detailed configuration such as the power supply opening / closing unit 40 is not illustrated, and the vehicle 4 is not illustrated at all. However, these are merely omitted for the sake of simplicity, and since both have the same configuration, the first embodiment should be understood with reference to FIGS.

As is apparent from FIG. 2, the power line in the first embodiment is a single-phase three-wire power line. Specifically, the lead-in line 68 illustrated in FIG. 1 includes a first outer line 102, a second outer line 104, and a neutral line 106 as illustrated in FIG. The neutral wire 106 is grounded by a utility pole or the like before being drawn into the home.
Correspondingly, the power line 38 wired in the home from the distribution board 72 in FIG. 1 is also composed of the first outer line 108, the second outer line 110, and the neutral line 112 as shown in FIG. The first outer wire 102 and the second outer wire 104 are each supplied with an AC voltage of 100 volts in reverse phase with respect to the neutral wire 106. As a result, an AC voltage of 100 volts is obtained from the outlet taken between the first outer line 108 and the neutral line 112 or between the second outer line 110 and the neutral line 112, and the first outer line 108 and the first An AC current of 200 volts is obtained from an outlet taken from the two outer wires 110.

The PLC demultiplexing unit 74 combines communication signals received from the optical cable 76 between the first outer line 108 and the neutral line 112 and between the second outer line 110 and the neutral line 112, and Any one of the communication signal demultiplexed from between the neutral lines 112 and the communication signal demultiplexed from between the second outer line 110 and the neutral line 112 can be transmitted from the optical cable 76. Further, between the first outer line 108 and the second outer line 110, there is a relay coupler that cuts an AC band of about 50 Hz or 60 Hz and allows high-frequency communication signals to pass. The communication signal between the external line 108 and the neutral line 112 and the communication signal between the second external line 110 and the neutral line 112 are relayed. Details of the relay of the PLC communication signal between the first outside line 108 and the second outside line 110 are described in Japanese Patent Application No. 2007-298696 by the same applicant.
As a result, a PLC-compatible device using an outlet taken between the first external line 108 and the neutral wire 112, a PLC-compatible device using an outlet taken between the second external line 110 and the neutral wire 112, and Any PLC-compatible device using an outlet taken from the first external line 108 and the second external line 110 can perform PLC communication with each other and can communicate with the outside through the optical cable 76.

The PLC demultiplexing / synthesizing unit 84 of the residential system 66 is connected to an outlet taken from the second external line 110 and the neutral line 112, and supplies an alternating current of 100 volts to the power source of the control computer 114. The PLC demultiplexing / synthesizing unit 84 synthesizes the communication signal output from the control computer 114 between the second external line 110 and the neutral line 112 and demultiplexes between the second external line 110 and the neutral line 112. The transmitted communication signal is input to the control computer 114.
The PLC demultiplexing / synthesizing unit 84 is taken from the first outer line 108 and the neutral line 112 instead of connecting to the outlet taken from the second outer line 110 and the neutral line 112 as shown in FIG. It works exactly the same when connected to an electrical outlet.

In the garage 2, three lines of the first outer line 108, the second outer line 110 and the neutral line 112 are wired, and these are also wired to the outlet unit 6 as they are. Inside the outlet unit 6, the power supply opening / closing unit 40 is connected to the first outer line 108 and the second outer line 110, and supplies an AC current of 200 volts to the connection unit 8. As a result, the vehicle 4 can be rapidly charged.
The hand display unit 44 is connected to an outlet taken between the first external line 108 and the neutral line 112, and the hand illumination unit 46 is connected to an outlet taken between the second external line 110 and the neutral line 112. It is connected to the.

Further, the garage lighting unit 52 and the garage door mechanism 54 in the garage 2 are connected to an outlet taken from between the first outer line 108 and the neutral line 112, and the garage control unit 26 is connected to the second outer line 110 and the neutral line. 112 is connected to an outlet taken from between 112.
Between the first outer line 108 and the second outer line 110 of the outlet unit 6, a relay coupler 116 that cuts the AC power band and allows high-frequency communication signals to pass therethrough is provided in the garage 2. The communication signal between 108 and the neutral line 112 and the communication signal between the second outer line 110 and the neutral line 112 are relayed.
Such relaying is also performed in the PLC demultiplexing / combining unit 74 in the vicinity of the distribution board 72 as described above, but in order to cope with the attenuation of the communication signal in the portion where the power line length from the relaying unit is long. In the garage 2 as well, the communication signal between the first outside line 108 and the second outside line 110 is relayed, and the PLC communication using the first outside line 108 and the neutral line 112 and the second outside line 110 and the neutral line 112 are used. Relay PLC communication. Note that PLC communication with the vehicle 4 via the connection unit 8 is performed using both the first outer line 108 and the second outer line 110, and the communication signal is demultiplexed between these two lines and the ground. Synthesis is performed.

3 is a block diagram showing the first embodiment of the vehicle charging system in FIG. 1 in the same manner as in FIG. 2, but in order to explain the details of the control by the control computer 114, in particular, the outlet unit 6 of the garage 2 is shown. 2 shows details of the power supply opening / closing unit 40 and the dwelling system 66 in FIG.
3 is exactly the same as that of FIG. 1, the corresponding parts are denoted by the same reference numerals, and the description thereof is omitted unless necessary. In FIG. 3, the configuration illustrated in FIG. 1 or 2 is partially omitted, but these are merely omitted for the sake of simplicity, and the embodiments are the same. The configuration should be understood with reference to FIGS.

In the power supply opening / closing unit 40, a charge meter 202 and a power supply switch 204 are provided between the PLC demultiplexing / combining unit 42 and the connection unit 8. The charge meter 202 monitors the power consumed to charge the vehicle 4 by detecting the current flowing from the power line 38 to the connecting portion 8. The power monitoring result is sent to the control unit 206, and this is combined with the power line 38 by the PLC demultiplexing / combining unit 42, and is transmitted to the control computer 114.
In addition, the charge meter 202 detects not only the normal charge monitor but also the output impedance of the connecting portion 8 by current detection. When an abnormal output impedance is detected when an unscheduled device other than the vehicle 4 is connected to the connection unit 8, this is reported to the control computer 114 via the control unit 206 and the PLC demultiplexing / combining unit 42.

  The power supply switch 204 is for cutting off the power supply when receiving an instruction from the control unit 206 that power should not be supplied to the connection unit 8. An instruction from the control unit 206 is determined by the control computer 114. For example, when the output impedance is abnormal as described above or when the vehicle 4 cannot be authenticated as described later, the power supply is cut off. As a result, danger is prevented so that the voltage of 200 volts coming to the connection part is not inadvertently output to the outside, and theft and the like are also prevented.

  The control computer 114 is connected to the display unit 208 and the speaker 210, and notifies the dwelling of various information related to the dwelling system 66 by display or announcement. Further, the display unit 208 and the speaker 210 are controlled by the control computer 114, and may receive remote information in the garage 2 such as charging status and impedance abnormality or vehicle authentication failure in the residence by a report from the control unit 206. To be able to know.

FIG. 4 is a block diagram showing the first embodiment of the vehicle charging system in FIG. 1 in the same manner as FIGS. 2 and 3. In order to explain the details of the power supply control, the power supply in the power supply opening / closing unit 40 is particularly shown. The details of the switch 204 and the like are illustrated.
2 and FIG. 3 are the same as those in FIG. 1, the corresponding parts are denoted by the same reference numerals, and description thereof is omitted unless necessary. In FIG. 4, the illustration of the configuration other than the outlet unit 6 is omitted for the sake of simplicity. However, since the embodiments are the same, the configuration should be understood with reference to FIGS.

As is apparent from FIG. 4, the power supply switch 204 in the first embodiment of the present invention includes an IGBT (Insulated Gate Bipolar Transistor) 302, and the charge meter 202 and the connection unit 8 based on a control signal from the control unit 206. Switching between the two is conducted or not. A high-pass filter 304 is connected in parallel to the IGBT 302, and allows high-frequency digital signals in PLC communication to pass regardless of whether the IGBT 302 is conductive or non-conductive. Since the high-pass filter 304 cuts the AC band of about 50 Hz or 60 Hz, the IGBT 302 exclusively determines whether to supply power.
The neutral wire 112 is grounded 306 as shown in the outlet unit 6. The neutral wire is grounded by a utility pole or the like before the neutral wire 106 is drawn into the home, but is also performed by the outlet unit 6 for safety. The PLC demultiplexing / synthesizing unit 42 is connected to the ground 306, and the demultiplexing / combining of the communication signal is performed between both the first outer line 108 and the second outer line 110 using the first outer line 108 and the second outer line 110. It is supposed to be.

  As apparent from FIG. 4, the connection portion 8 is further connected to mechanically detect the shape of the connection plug of the charging cable 12 scheduled to be connected to the connection portion 8 and transmit this to the control portion. Therefore, even when the electrical connection to the connection unit 8 is performed, if the connection unit mechanical sensor 308 cannot detect that the shape of the connection plug is predetermined, To that effect, the control unit 206 notifies the control computer 114 via the PLC demultiplexing / combining unit 42. In response to this, the control computer 114 sends a signal to turn off the IGBT 302 to the control unit 206 to prevent the voltage of 200 volts coming to the connection unit from being output to a device that is not rated, and to prevent theft. Also prevent such.

FIG. 5 is a flowchart showing the basic operation of the control computer 114. This flow starts when the charging cable 12 is connected to the connection unit 8 or when a charging start time that becomes a late night charge comes when the charging cable 12 is connected.
When the flow starts, the vehicle 4 is requested to send an ID for authentication to the vehicle in step S2. In step S4, it is checked whether or not an ID has been received, and if reception is detected, the process proceeds to step S6 to check whether or not the ID matches that already registered. If a match of ID is detected in step S6, the process proceeds to step S8, and a password request is made. If a password match is detected in step S10, the process proceeds to step S12.
The request and transmission of the ID and password in the above steps are performed by wire through the PLC system, but may be performed wirelessly through the communication units 34 and 64.

In step S12, it is checked whether or not the flow has started due to an interruption due to the arrival of the charging start time when the charging cable 12 is connected.
If it is not detected in step S12 that it is a time-arrival interrupt, it means that the flow has started due to the connection of the charging cable 12, so that the process proceeds to step S14, and the electric lamp contract according to time zone including the application of a late-night discount fee, etc. Check if has been done.

If it is detected in step S14 that a traditional contract by time zone is being performed, the process proceeds to step S16, and whether or not an emergency charging operation for immediately starting charging is performed regardless of whether it is a midnight time zone or not is checked. To do.
If no emergency charging operation is detected in step S16, the process proceeds to step S18 to check whether it is a discount time zone such as a late night charge, and if applicable, the process proceeds to step S20 to execute the power supply process. And a flow is complete | finished by completion of an electric power feeding process. Details of the power supply process will be described later.

On the other hand, when it is detected in step S12 that the flow has started due to the time-arrival interrupt, or when it is not detected in step S14 that the time-based traditional contract is being performed, or in step S16, the emergency charging operation is performed. If detected, the power supply process of step S20 is immediately started.
If it is not detected in step S18 that it is a discount time zone, the process proceeds to step S22, and time monitoring for detecting the arrival of the discount time zone is started. Further, in step S24, a process for enabling an interrupt for starting the flow of FIG. 5 by time arrival detection is performed, and the flow is terminated. As a result, the control computer 114 enters a standby state for the arrival of time.
If no ID receipt is detected in step S4, or if no ID match is detected in step S6, or if no password match is detected in step S10, the process proceeds to step S26 to record an abnormality. And immediately end the flow. This notification is made on the display unit 208 or the speaker 210 of FIG.

FIG. 6 is a flowchart showing details of the power supply process in step S20 of FIG. When the flow starts, it is checked again in step S32 whether or not the flow has started due to an interruption due to the arrival of the charging start time in a state where the charging cable 12 is connected.
If the start is due to a time arrival interrupt, the time monitor is canceled in step S34 and the time arrival interrupt is disabled in step S36, and the process proceeds to step S38. On the other hand, if it is not a time arrival interrupt, the process directly proceeds to step S36.

In step S38, it is checked whether or not the connection plug mechanical sensor 308 in FIG. 4 detects the connection of the dedicated plug of the charging cable 12. If the plug is the dedicated plug, the process proceeds to step S40 and the power supply switch 204 is turned on. As a result, a power supply voltage of 200 volts is applied to the connection portion 8.
Next, in step S42, based on the signal from the charge meter 202, it is checked whether the connection after the charging cable 12 is OK and current flows. If the connection is OK, the process proceeds to step S44, and it is also checked whether the output impedance is OK as planned based on the signal from the charge meter 202.

If it is detected in step S44 that the output impedance is OK, the process proceeds to step S46, and the eco display process is entered. Details thereof will be described later.
When the eco display process ends, the process proceeds to step S48, and it is checked whether or not the charging is completed based on information from the charge meter 202 or the secondary battery 20 of the vehicle. If the completion of charging cannot be detected, the process returns to step S42. Thereafter, unless there is an abnormality in connection or impedance, steps S42 to S48 are repeated until the charging is completed.
When the completion of charging is detected in step S48, the process proceeds to step S50, the power supply switch is turned off, and the process proceeds to the eco display process in step S52. When the eco display process is completed, the flow ends.

On the other hand, if it is not possible to detect that the connection is OK in step S42, or if it is not possible to detect that the output impedance is OK in step S44, an error is recorded and reported in step S54, and step S50 is immediately performed. , And turn off the power feed switch. Since the time from turning on the power supply switch in step S40 to turning off the power supply switch in step S50 due to such an abnormality is extremely short, power is not substantially taken out from the connection portion 8, and there is a danger. Absent.
If it is not detected in step S38 that the plug is a dedicated plug, the process proceeds to step S56, where an abnormality is recorded and reported, and the flow is immediately terminated.

FIG. 7 is a flowchart showing details of the eco display process in steps S46 and S52 of FIG. When the flow starts, it is checked in step S62 whether or not charging is in progress. If charging is in progress, the process proceeds to step S64 to take action to display the current charging rate, and in step S66 the charging completion scheduled time is displayed. Then, the process proceeds to step S68.
Furthermore, it progresses to step S70, the instruction | indication for performing the hand display of the outlet unit 6 is performed, and it transfers to step S70. The above corresponds to the operation at the time of step S46 in FIG.

On the other hand, if it is not detected in step S62 that charging is in progress, the process proceeds to step S72 to check whether or not the charging is complete. If the charging is completed, the process proceeds to step S74 to perform a process for displaying the completion of the charging, and a process for performing a voice notification for announcing the charging completion in step S76. Further, in step S78, a measure for blinking the hand illumination 46 of the outlet unit 6 is performed, and the process proceeds to step S68. This is to make the charge completion display in the hand display 44 conspicuous and to make it possible to notify the charge completion only by the hand illumination 46.
If the completion of charging is not detected in step S72, the process proceeds directly to step S70 because neither charging nor charging is completed.
The operation from step S72 through step S78 to step S68 or the operation from step S72 directly to step S70 corresponds to the operation at the time of step S52 in FIG.

In step S70, the monthly charge amount to the vehicle 4 is displayed. And it progresses to step S80 and it is checked whether the eco power generation system which may generate electric power sales, such as the solar system 78 and wind power generation, is introduced in the residence.
If the eco power generation system has been introduced, the process proceeds to step S82, and the monthly accumulated eco power generation amount is displayed. Further, in step S84, the balance between the monthly accumulated eco-electric power generation amount and the monthly charged amount to the vehicle 4 is displayed. Thereby, it is possible to know the rate of charging of the vehicle 4 due to natural energy. Further, in step S86, the balance in step S84 is converted into carbon dioxide (hereinafter referred to as “CO2”) emission and displayed, and the process proceeds to step S88. These are the contents of the eco display that displays the degree of contribution to the protection of the global environment through the adoption of the vehicle 4 and its charging system.
In addition, when adoption of an eco power generation system cannot be detected in step S80, the above eco display is abbreviate | omitted and it directly reaches step S88.

In step 88, it is checked again whether charging is in progress. If it is not detected that charging is in progress, the process proceeds to step S90 to check whether display end operation has been performed. If there is no operation, the process proceeds to step S92, and it is checked whether or not a predetermined time has elapsed since the display was started. Then, if the predetermined time has not elapsed, the process returns to step S62. Hereinafter, unless charging is being performed and the predetermined time has not elapsed, steps S62 to S62 to step S92 are repeated. This is because the display after completion of charging is continued for a predetermined time.
Note that when the predetermined time has elapsed in step S92, the eco-display processing flow ends. The eco display processing flow is also ended when it is detected in step S90 that the display end operation has been performed. The above corresponds to the operation in step S52 of FIG.

  On the other hand, when it is detected in step S88 that charging is in progress, the eco-display flow in FIG. 7 is also terminated. This corresponds to the operation in step S46 in FIG. The eco display process of step S46 is entered again.

  The eco-display flowchart of FIG. 7 functions as part of the power supply process as the detailed flow of steps S46 and S52 of FIG. 6 as described above, and the control computer 114 is independent of power supply. It is also activated by an interruption due to the display start operation signal being transmitted to. In this case, the operation jumps directly from step S62 to step S70 via step S72.

As described above, in the first embodiment of the present invention, the vehicle charging system including the garage 2 that can accommodate the plug-in hybrid type vehicle 4 is disclosed. However, the present invention is not limited to this, and can be applied to a vehicle charging system including a pure electric vehicle that does not use a gasoline engine and a garage that can accommodate the pure electric vehicle.
Further, the various features of the present invention can be applied not only to the garage attached to the residence as in the first embodiment but also to a commercial parking lot.

FIG. 8 is a block diagram showing a second example of the vehicle charging system according to the embodiment of the present invention. The first embodiment is configured to be suitable for implementation in a general garage, but the second embodiment is suitable for implementation in a business-use monthly parking lot or a parking lot for a city or store visitor. It is configured as follows. 8 has many of the same configurations as those in FIG. 3, the same components are given the same numbers, and the corresponding components are given the numbers in the 500s in FIG. It is shown in common with. Description of these configurations is omitted unless necessary.
The parking lot 602 is a business-use monthly parking lot or a parking lot for visitors to cities and stores as described above, and can park the vehicle 4. The outlet unit 506 charges the vehicle 4 in the same manner as the outlet unit 6 in FIG. 3, but is controlled by the power supply control computer 604. The power supply control computer 604 has a function according to the control unit 206 in FIG. 3, and details thereof will be described later.

The parking lot 602 is controlled by the settlement computer 606. The settlement computer 606 corresponds to the control computer 114 of FIG. 3, but in the second embodiment of FIG. 8, the settlement computer 606 is mainly in charge of settlement of charging power in cooperation with the bank system 608 connected via the Internet. Specifically, the power purchased through the power purchase meter 570 is supplied from the outlet unit 506 to the vehicle 4, and finally, the charge of the power purchased by the vehicle 4 is withdrawn from the owner account of the vehicle 4 in the bank system 608. Settlement. The power supply control computer 604 controls power supply from the outlet unit 506 to the vehicle 4 in cooperation with the settlement computer 606 as described later.
Also in the second embodiment of FIG. 8, the communication signal through the optical cable 576 is demultiplexed and synthesized by the PLC demultiplexing / combining unit 576 into the power line 538 in the parking lot 602, and the communication in the parking lot 602 is performed by the PLC. . In FIG. 8, only one outlet unit is shown, but the parking lot 602 is configured so that a plurality of vehicles can be parked, and a plurality of similar outlet units are provided as will be described later.

FIG. 9 is a block diagram showing details of the structure of the outlet unit 506 in the second embodiment of FIG. Components that are the same as those in FIG. 8 are given the same reference numerals, and descriptions thereof are omitted unless necessary. In FIG. 9, a part of the configuration shown in FIG. 8 is omitted. However, these are merely omitted for the sake of simplicity, and since both have the same configuration, the second embodiment should be understood with reference to FIGS.
As is apparent from FIG. 9, in the second embodiment, the outlet unit 506 is provided on the right wheel stop 702 provided in the parking space. And the connection part 508 is arrange | positioned downward in order to avoid a wind and rain in the recessed part 704 of the right side surface of the right wheel stopper 702, and when the vehicle 4 parks with the back | bag, it will be located in the right rear wheel vicinity.

A cap 706 for protecting and protecting the connection portion 508 when not in use can be attached to the connection portion 508. The connection part / cap mechanical sensor 708 detects whether or not the shape of the connection plug connected to the connection part 508 is the same as the connection part mechanical sensor 308 of FIG. The result is input to the power supply control computer 604.
As described above, the connecting portion 508 provided on the right wheel stop 702 is suitable when the charging connecting portion 10 is on the right side of the vehicle 4, but the vehicle 4 having the charging connecting portion 10 on the left side is parked. Therefore, an auxiliary connection portion 710 having a similar configuration is also provided in the concave portion 714 on the left side surface of the left wheel stop 712. The auxiliary connection portion 710 is provided with a connection / cap mechanical sensor 718 as well as a cap 716 that is detachable in the same manner as the connection portion on the right side.

For power supply control when the connection plug of the vehicle 4 is connected to the auxiliary connection part 710, an auxiliary power supply switch 720 similar to the right-side power supply switch 504 is provided, and the detection result by the connection part / cap mechanical sensor 718 is provided. The power supply control computer 604 controls on / off based on the above. The auxiliary connection portion 710 and the auxiliary power supply switch 720 are grouped in the outlet unit to facilitate installation on the left wheel stop 712. However, unlike the outlet unit 506, the power supply control computer 604 and the charge meter 502PLC demultiplexing / synthesizing unit 542 are not provided, but a power line input unit to the auxiliary power supply switch 720 and a communication line connection unit between the power supply control computer are provided. It has a simple configuration.
As described above, the power supply from the right connection portion 508 and the left auxiliary connection portion 710 is separately controlled, and the power supply switch is provided independently for each connection portion, so that the voltage is applied to the connection portion to which the connection plug is not connected. It is possible to prevent an unforeseen situation in which is applied.

Note that when the power supply control computer 604 starts power supply from one of the right side connection portion 508 and the left side auxiliary connection portion 710 provided in the same vehicle stop 702, as long as this power supply continues, the other connection portion Even if it is detected that the connection plug of the vehicle 4 is connected to the vehicle, the power supply switch 504 or the auxiliary power supply switch 716 is controlled so that power is not supplied from the other connection portion.
This is because the connection portions are provided on the left and right sides, so that charging is simultaneously performed from the two connection portions and current exceeding the rating is prevented from flowing to one outlet unit. As is clear from FIG. 9, even when charging is performed using either the right side connection portion 508 or the left side auxiliary connection portion 710, the charge meter 502 is the same, so there is no effect on settlement.

FIG. 10 is a block diagram showing the arrangement of a plurality of outlet units provided in the parking lot 602 in the second embodiment of FIGS. 8 and 9. Components common to those in FIG. 8 or FIG. 9 are denoted by the same reference numerals, and description thereof is omitted unless necessary. In FIG. 10, a part of the configuration illustrated in FIG. 8 or FIG. 9 is omitted. However, these are merely omitted for the sake of simplicity, and since both are the same configuration, the second embodiment should be understood with reference to FIGS.
As is clear from FIG. 10, the right wheel stop 702 provided with the outlet unit 506 is disposed in the first parking space 802. In addition, in FIG. 10, illustration of the left side wheel stopper 712 distribute | arranged to the 1st parking space 802 is abbreviate | omitted for the simplification of illustration already mentioned. The same applies to other parking spaces.

  Similarly, a second wheel stopper 806 is disposed in the second parking space 804, and a second outlet unit 808 similar to the outlet unit 506 is provided. Although other parking spaces are provided with the same wheel stopper with an outlet unit, the illustration is omitted for simplicity. Since communication of these outlet units is performed by PLC, it is only necessary to wire a charging power line to each wheel stop when adding a parking space.

On the other hand, the third wheel stopper 812 of the third parking space 810 is provided with a third outlet unit 814 that does not support communication by PLC. The power supply opening / closing unit 816 of the third outlet unit 814 includes a charge meter 818, a power supply switch 820, and a connection unit 822 similar to those in FIG. 8 or FIG. 9, but the communication method of the power supply control computer 824 is different.
In the third outlet unit, instead of the PLC, the wireless LAN communication unit 826 manages and communicates with the wireless LAN router 828 connected to the settlement computer 606. In this way, if the parking lot 602 is in a wireless LAN environment, the installation of the wireless LAN communication unit 826 in the outlet unit can support the expansion of the parking space only by wiring the power line. Note that if wiring of the LAN cable is possible, communication between the power supply control computer 824 and the settlement computer 606 may be performed by a wired LAN.

FIG. 11 is a flowchart showing the basic operation of the power supply control computer 604 provided in the outlet unit 506 of FIGS. 8 to 10 in the second embodiment or the third outlet unit 814 in FIG. This flow starts when the connecting portion / cap mechanical sensor 708 or 714 detects that the cap 706 of the connecting portion 508 or the cap 712 of the auxiliary connecting portion 710 in FIG. 9 has been removed.
When the flow starts, it is checked in step S102 whether or not the plug has been attached within a predetermined time from the removal of the cap, and step S102 is repeated until the predetermined time elapses.

When it is detected in step S102 that the plug has been attached within the predetermined time, the process proceeds to step S104, and it is checked whether or not the connection / cap mechanical sensor 708 or 714 detects the connection of the dedicated plug of the charging cable 12. If it is a dedicated plug, the process proceeds to step S106 and communication with the settlement computer 606 is started.
In step S108, the vehicle 4 is requested to send an ID for vehicle authentication based on an instruction from the settlement computer 606. In step S110, it is checked whether or not an ID has been received, and if reception is detected, the process proceeds to step S112 to check whether or not the ID matches that already registered.

Specifically, the check in step S112 is performed as follows. First, the received ID is sent to the bank system 608 via the settlement computer 606, and when the identity with the ID registered in the account is confirmed in the bank system 608, this is notified to the power supply control computer via the settlement computer 606. .
If it is confirmed in step S112 that the ID matches that already registered by this notification, the process proceeds to step S114 to request a password. If a password match is detected in step S116, the process proceeds to step S118. In step S118, it is checked whether there is a deposit that can be withdrawn in the account of the customer authenticated with the ID and password, and whether settlement is possible. If settlement is OK, the process proceeds to step S120.

  Both the check in step S116 and step S118 are performed by communication with the bank system 608 via the relay of the settlement computer 606 in the same manner as in step S112. Note that the settlement computer 606 may not only relay information but also determine the check result by itself and transmit only the instruction of the result to the power supply control computer 604 or 824.

In step S120, the power supply switch 504, 716, or 820 is turned on, whereby a power supply voltage of 200 volts is applied to the corresponding connection.
Next, in step S122, based on the signal from the charge meter 502 or 818, it is checked whether the connection after the charge cable 12 is OK and current flows. If the connection is OK, the process proceeds to step S124, and it is also checked whether the output impedance is OK as planned based on the signal from the charge meter 502 or 818.

If it is detected in step S44 that the output impedance is OK, the process proceeds to step S128, and it is checked whether charging is completed based on information from the charge meters 502 and 818 or the secondary battery 20 of the vehicle. If the completion of charging cannot be detected, the process returns to step S122. Hereinafter, unless there is a connection or impedance abnormality, steps S122 to S128 are repeated until the charging is completed.
When the completion of charging is detected in step S128, the process proceeds to step S130, the power supply switch is turned off, and the process proceeds to the settlement process in step S132. When the settlement process is completed, the flow ends. Note that the payment process in step S132 is a normal payment process in which the charging power charge is withdrawn from the bank account.

On the other hand, if it is not possible to detect that the connection is OK in step S122, or if it is not possible to detect that the output impedance is OK in step S124, an abnormality is recorded and reported in step S134, and step S130 is immediately performed. , And turn off the power feed switch.
As described with reference to FIG. 6, since the time from turning on the power supply switch in step S120 to turning off the power supply switch in step S130 due to such an abnormality is extremely short, the connection portions 508, 710, or 822 are practically short. There is no danger of power being taken out of the equipment.

Further, when it is not detected in step S102 that the connection plug is attached within a predetermined time from the removal of the step cap, or if it is not possible to detect that the plug is a dedicated plug in S104, the process proceeds to step S136, where an abnormality is recorded and notified. Then, the flow is finished immediately.
Similarly, when ID receipt cannot be detected in step S110, or ID match cannot be detected in step S112, or password match cannot be detected in step S116, or payment is OK in step S118. Even if it cannot be detected, the process proceeds to step S136, where an abnormality is recorded and reported, and the flow is immediately terminated. This notification is made to the settlement computer 606, and is also reported to the bank system 608 via the settlement computer 606 as necessary.

  The embodiment of the present invention is not limited to the above-described embodiments, and the advantages of the present invention can be achieved by other various embodiments. For example, although the IGBT 302 is used for the power supply switch 204 in FIG. 4, a silicon carbide (SiC) power semiconductor element may be used instead.

  FIG. 12 is a block diagram showing a third example according to the embodiment of the present invention. The third embodiment also constitutes a vehicle charging system in the same manner as the first and second embodiments described above, and has a feature relating to fuel consumption management of a hybrid type vehicle. The part can also be applied to a normal gasoline engine type vehicle without charging. FIG. 12 is a block diagram illustrating a service stand 904 and a hybrid type vehicle 904 capable of supplying and refueling in order to explain such characteristics. The configuration of the vehicle 904 in FIG. 12 is the same as that of the vehicle 4 in FIG. 1, but the configuration omitted in FIG. 1 is added. Hereinafter, these additional configurations will be mainly described, but the configurations already mentioned in FIG. 1 are denoted by the same reference numerals, and description thereof will be omitted unless necessary.

  Although not touched in FIG. 1, the vehicle 904 has a total power inlet 906 for refueling and / or charging at the service stand 902 (hereinafter collectively referred to as “power injection”), and charging connection The unit 10 is combined with the total power inlet 906 together with the fuel filler 908. The total power inlet 906 is disposed and configured to be electrically and spatially separated from each other in order to avoid ignition by sparks in the vicinity of the charging connection portion 10. Furthermore, for the same purpose, power supply is not started unless it is confirmed that the charging cable 12 is securely connected to the charging connection unit 10, and the charging cable 12 is removed from the charging connection unit 10 during power supply. It is not possible.

  On the service stand 902 side, a total power cable 910 for connecting to the total power inlet 906 is provided, and the charging cable 12 is bundled together with the fuel supply pipe 912 into the total power cable 910. In FIG. 12, the total power cable 910 is shown in a wide block shape. However, this is conceptual, and the actual total power cable 910 includes a charging cable 12 and a fuel supply pipe 912. It is summarized as a flexible cable. The general power cable 910 is provided with a damage sensor 913 on the outer periphery in order to prevent ignition from the charging cable 12 to the oil supply pipe 912 due to damage. When the total power cable 910 is damaged, Is detected by the breakage sensor before reaching, and this is transmitted to the service stand control unit 922 to cut off the power supply to the charging cable 12. The breakage sensor 913 for this purpose is a weak current signal line that is formed in a mesh shape along the cable from the surface to the shallow part so as to cover the outer periphery of the general power cable 910, for example. By detecting the service stand control unit 922, it is determined that the damage of the integrated power cable 910 has started from the outside.

  The total power inlet 906 can be connected to a charging cable from the outlet unit 6 in a home or parking lot alone. In this case, the charging cable 12 is connected to the charging connection unit 10 alone, and the fuel filler port 908 is not opened. FIG. 1 and FIG. 8 illustrate such a state. The vehicle 904 in FIG. 12 includes an oil amount meter 914 that detects the amount of oil in the fuel tank 16 and an instantaneous fuel consumption meter 916 that calculates the instantaneous fuel consumption by monitoring the state of gasoline injection to the engine 18 and the speed from the traveling mechanism 14. In addition, a trip meter 917 based on the traveling mechanism 14 and a power supply unit 918 that supplies power to the entire vehicle 904 from the secondary battery 20 are illustrated, but these are also provided in the vehicle 9 of FIG. . Information of the oil amount meter 914, the instantaneous fuel consumption meter 916, and the trip meter 917 is transmitted to the vehicle control unit 26.

  The gasoline stored in the fuel storage 918 in the service stand 902 is supplied from the fuel supply pipe 912 to the fuel supply port 908 of the vehicle 904 through the fuel supply meter 920 under the control of the service stand control unit 922. The data of the amount of oil measured by the fuel meter 920 is sent to the service stand control unit 922 and used for billing processing described later. On the other hand, the power from the power supply 924 is supplied from the connection unit 928 to the charging connection unit 10 of the vehicle 904 through the power supply meter 926 and the charging cable 12 under the control of the service stand control unit 922. Data on the amount of power supply measured by the power supply meter 926 is sent to the service stand control unit 922 and used for billing processing described later. Note that a PLC demultiplexing / synthesizing unit 928 similar to that already described is provided between the power supply meter 926 and the connection unit 928, and between the service stand control unit 922 and the vehicle control unit 26 via the charging cable 12. PLC communication is possible.

  When the service stand control unit 922 receives the fuel supply data and / or the power supply data from the fuel supply meter 920 and / or the power supply meter 926, the service stand control unit 922 sends the data to the charging unit 930. The charging unit 930 performs processing such as summing up and calculating the amount of oil supply, gasoline unit price, billed gasoline cost, power supply amount, electricity cost unit price, and billed electricity cost according to the received data. At this time, if there is a CO2 emission trading between the vehicle 904 and the service stand 902, the balance is also processed. The transaction information is acquired from the service stand 902 by the vehicle control unit 26 via the communication unit 34 or the charging connection unit 10 and stored in the storage unit 28. The information on the CO2 emission trading can be received via the charging cable 12 or the communication unit 34 from the control computer 114 of the dwelling system 66 of FIG.

  The service stand control unit 922 outputs the data of the processing result by the charging unit 930 from the input / output unit 932 and sends the data to the bank system 934 via the Internet, and entrusts electronic payment for gasoline and electricity. Further, the service stand control unit 922 outputs processing result data from the charging unit 930 from the input / output unit 932 and sends the data to the fuel consumption management external server 936 via the Internet. Information on the trip meter 917 of the vehicle 904 is further relayed to the fuel efficiency management external server 936 from the vehicle control unit 26 via the service stand control unit 922 via the Internet. With this information, the fuel consumption management external server 936 can calculate the fuel consumption. The calculated fuel consumption can be calculated for each fueling if the fueling amount meets the fueling conditions for full tanks. The cumulative average fuel consumption can be calculated. The processing result of the fuel efficiency management external server 936 can also be fed back to the vehicle control unit 26 via the service stand control unit 922. The fuel efficiency management external server 936 also performs statistical processing that aggregates data from many vehicles, and the vehicle control unit can also receive feedback of such statistical data.

  On the other hand, the service stand control unit 922 combines the data of the processing result by the charging unit 930 into the power line by the PLC demultiplexing unit 928. As a result, actual data such as the amount of oil supply, gasoline unit price, billing gasoline cost, power supply amount, electricity unit price, billing electricity cost, etc. is transmitted from the service stand control unit 922 to the vehicle control unit 26. If the refueling amount communicated in this way matches the fuel consumption calculation condition by the full tank method, the vehicle control unit 26 divides the travel amount data based on the information of the trip meter 917 by this data to reduce the fuel consumption. Calculate automatically. Data transfer from the service stand 902 to the vehicle 904 can be performed by wireless LAN communication from the communication unit 938 to the communication unit 34 in addition to the PLC communication via the charging cable 12 as described above. Such wireless LAN communication is particularly useful when the service stand does not have a charging function and PLC communication using the charging cable 12 cannot be performed.

  FIG. 13 is a flowchart showing the basic operation of the vehicle control unit 26 in the third embodiment of FIG. This flow rises when the vehicle control unit 26 receives power from the secondary battery 20 and thereafter maintains the operating state until power from the secondary battery 20 is cut off. As will be described later, the ignition is turned on. Or, unless there is a connection to the total power inlet from the outside, it will be in a state of waiting for these and there will be no substantial operation.

  When the flow starts, it is checked in step S202 whether the ignition is turned on. When the ignition is turned on, the process proceeds to step S204, and an initial function check process for the vehicle 904 is performed. Next, in step S206, it is checked whether or not a travel start operation of the vehicle 904 has been performed. When the travel start operation is detected, the process proceeds to step S208, and it is checked whether or not a cable is connected to the total power inlet 906. If not connected, the process proceeds to step S210, and the latest fuel consumption memory before the current travel is read from the storage unit 28 and displayed in step S212.

  After the above, the process proceeds to the traveling process in step S214. As described above, even if the travel start operation is performed in step S206, if it is not confirmed in step S208 that the cable is not connected to the total power inlet, the travel processing of step S214 is performed and the travel is performed. Absent. This has the meaning of preventing accidents such as forgetting to disconnect the cable the next morning while starting charging at midnight when the power rate is low in a home garage. If it is detected in step S208 that the total power inlet is connected, the process proceeds to step S216, a warning that the cable is to be removed is given on the display unit 30, and the process returns to step S206. As long as the cable is not removed in accordance with the warning in this way, step S206, step S208, and step S216 are repeated, and the traveling process of step S214 is not reached.

  Although details of the travel process in step S214 will be described later, this process ends when the travel is stopped, and the process proceeds to step S218. Step S218 is for checking whether a cable is connected to the total power inlet. If it is not detected in step S202 that the ignition is turned on, the process directly proceeds to step S218. Moreover, also when the driving | running | working start operation is not detected by step S206, it transfers to step S218 directly. In this way, the overall power inlet connection check in step S218 is performed regardless of the ignition ON / OFF state.

  When the cable connection to the total power inlet is detected in step S218, the process proceeds to step S220, and the process proceeds to the oil supply / power supply process. Details thereof will be described later. When the refueling / power feeding process ends, the process proceeds to step S222, and it is checked whether the ignition is turned off. If it is not off, the flow returns to step S206 and waits for the next travel start operation or the total power inlet connection. On the other hand, when it is detected in step S222 that the ignition is turned off, the flow returns to step S202, and waits for the next ignition on or total power inlet connection.

  FIG. 14 is a flowchart showing details of the traveling process in step S214 of FIG. When the flow starts, an instruction to start displaying data from the instantaneous fuel consumption meter is issued in step S232, and an accumulation of data from the instantaneous fuel consumption meter is instructed in step S234. Then, the process proceeds to step S236 to instruct traveling by the motor 22. Since the vehicle 904 is a hybrid vehicle, the travel by the motor 22 is instructed when the engine 18 starts traveling with low efficiency.

  Next, in step S238, it is checked whether the traveling mode is set to the electric mode. The electric mode is an electric vehicle mode in which the power of the secondary battery 20 is consumed and only the motor 22 is used as power. If the setting of the electric mode is not detected in step S238, the hybrid mode is set, so the process proceeds to step S240, and it is checked whether or not the traveling mode is set to the optimum efficiency hybrid mode. When this mode setting is detected, the process proceeds to step S242, and the optimum efficiency hybrid travel process is performed. This process is a process of determining whether the traveling at that time is performed by the motor 22 or the engine 18 with the highest priority on fuel consumption. That is, on the assumption that the power of the secondary battery 20 is ample, if the fuel efficiency of the engine running is poor, the motor running is selected more and more, so the secondary battery 20 is consumed. In the hybrid traveling, the secondary battery 20 is charged by the motor back electromotive force at the time of braking or the like. Depending on the traveling state, the charging state of the secondary battery 20 may be restored by traveling even in the optimum efficiency hybrid traveling.

  Each time the travel selection at that time is performed in step S242, the flow proceeds to step S244 to check whether the travel has stopped. If not stopped, the process proceeds to step S246, and it is checked whether or not the charging of the secondary battery 20 has reached the minimum level. If the minimum limit is not broken, the flow returns to step S242, and the optimal efficiency hybrid travel is continued by repeating steps S242 to S246 unless the travel stop or the minimum charge is detected. When the travel stop is detected in step S244, the travel processing in FIG.

  On the other hand, when it is detected in step S246 that the secondary battery 20 has been consumed and the minimum charge has been broken, the process proceeds to step S248, and the process proceeds to the normal hybrid travel process. In this process, whether to drive the engine or to drive the motor is determined based on fuel efficiency, and the charge amount of the secondary battery 20 is monitored. Charging is performed by continuing the engine running until the next battery 20 is restored to the minimum charge. Each time the travel selection by this process is performed, the flow proceeds to step S2250 to check whether the travel has stopped. If it is not stopped, the process returns to step S248, and the normal hybrid travel is continued by repeating steps S248 and S250 unless a travel stop is detected. As described above, the normal hybrid traveling process is a hybrid traveling process that does not assume charging from the outside. When the travel stop is detected in step S250, the travel processing in FIG.

  When the setting of the optimum efficiency mode is not detected in step S240, the process proceeds to the circulating hybrid travel process in step S252. This process is the same as the normal hybrid driving process in that it performs hybrid driving that does not require charging from the outside, but the power charged from the outside in a plug-in hybrid vehicle is almost full for switching to the electric mode. The difference is that hybrid driving is performed while preserving the state of charge. In other words, the engine running or the motor running is determined by the same fuel efficiency as in the normal hybrid running process, but the forced switching to the engine running is performed at a stage long before the secondary battery 20 becomes the minimum charge. This is performed by the steps described later.

  Each time the current travel selection is made in step S252, the flow proceeds to step S254 to check whether the travel has stopped. If not stopped, the process proceeds to step S256, where the secondary battery 20 is monitored to check whether or not the charge has reached the full charge maintenance limit. If the full charge maintenance limit is not reached, the flow returns to step S252. Thereafter, unless a travel stop or full charge maintenance limit is detected, steps S252 to S256 are repeated to continue the circulating hybrid travel. When the travel stop is detected in step S254, the travel processing in FIG.

  If it is detected in step S256 that the full charge maintenance limit has been broken, the flow proceeds to the engine running process in step S258 to forcibly select engine running. As described above, in the travel processing according to the flow of FIG. 14, the first charge level of the secondary battery that is forcedly switched to engine travel in the normal hybrid travel processing of step S248 and the forced switch to engine travel are determined in step S256. There are two secondary charge levels of the secondary battery to be used, depending on the mode. As already mentioned, the second charge level is much higher than the first charge level. When the engine traveling process in step S258 is completed, the process proceeds to step S260, and it is checked whether traveling has stopped. If it is not a stop, it will progress to step S262 and it will be checked whether charge of the secondary battery 20 returned to full charge. If it has not returned to full charge, the flow returns to step S258, and the following steps S258 to S262 are repeated until the travel stop or full charge return is detected, and the engine running process is continued to charge the secondary battery 20. . When the travel stop is detected in step S254, the travel processing in FIG.

  If full charge return is detected in step S262, the flow returns to step S238. This is to enable switching from the fully charged state to the electric mode or the optimum efficiency mode. That is, in any of these modes, it is assumed that the secondary battery is in a fully charged state, but switching to these modes is possible by returning from step S258 to step S238 via step S262. Unless switching to these modes is performed in step S238, the flow proceeds from step S238 via step S240 to step S252. Therefore, unless a travel stop is detected in step S260, steps S238, S240, and Steps S252 to S262 are repeated to continue the hybrid running while preserving the secondary battery in a substantially fully charged state. When the travel stop is detected in step S260, the travel processing in FIG.

  Step S238 When the electric mode is detected, the process proceeds to step S264 to forcibly select motor travel. Then, the process proceeds to step S266, and it is checked whether or not traveling has stopped. If not stopped, the process proceeds to step S268 to check that the charging of the secondary battery 20 has reached the minimum charging. If the charging minimum is not broken, the flow returns to step S264, and the motor driving process is continued by repeating steps S264 to S268 unless a driving stop or charging minimum is detected. The secondary battery 20 is charged. When the travel stop is detected in step S254, the travel processing in FIG. On the other hand, when it is detected in step S246 that the secondary battery 20 has been consumed and the minimum charge has been broken, the process proceeds to step S248, and the process proceeds to the normal hybrid travel process.

  FIG. 15 is a flowchart showing details of the refueling / power feeding process in step S220 of FIG. When the flow starts, it is checked in step S272 whether or not there is a connection to the fuel filler port 908. If the connection is detected, it means that either the total power cable 910 provided with the charging cable 12 and the oil supply pipe 912 or only the oil supply pipe is connected, so that the process proceeds to step S274, and the start of oil supply is instructed. Proceed to On the other hand, when the connection to the fuel filler port 908 is not detected, it means that only the charging cable 12 is connected, and the process directly proceeds to step S276.

  In step S276, it is checked whether or not there is a connection to the charging connection unit 10. If the connection is detected, it means that either the total power cable 910 provided with the charging cable 12 and the oil supply pipe 912 or only the charging cable 12 is connected, and the process proceeds to step S278. In step S278, it is checked whether or not an emergency charging operation has been performed. If this operation is not detected, the process proceeds to step S280 to check whether or not a traditional contract is made by time. In the case of a vehicle in which it is detected that there is a contract, it is considered that charging is intended to be performed at night from the home power line, and thus the process proceeds to step S282 to check whether there is a connection to the fuel filler port 908. . If there is no connection to the fuel filler port 908, it is considered that a power feeding cable from the household electric power line is connected, so the process proceeds to step S284.

  In step S284, it is checked whether or not the current time falls within the discount time zone, and if not, the process proceeds to 286 to check whether or not the time monitor for detecting that the discount time zone has been entered. If the time is not being monitored, the time monitoring is started in step S288 and the process proceeds to step S290. If it is detected in step S286 that the time is already being monitored, the process proceeds directly to step S290. In this way, if there is a connection to the charging connection unit 10 outside the discounted time zone under an hourly lighting contract without an emergency charging operation, it is intended to charge at midnight after entering the garage at home. Then, the time monitoring is performed assuming that the charging cable 12 is connected, and the execution of charging is suspended until the time comes.

  On the other hand, if there is an emergency charging operation in step S278, it means that it is required to start charging immediately at the service stand 904 or at home regardless of whether or not there is a lighting contract by time of day, so the process proceeds to step S292. The start of charging is instructed, and the process proceeds to step S290. Also, if the hourly lighting contract is not detected in step S280, the process proceeds to step S292, where an instruction to immediately start charging at the service stand 904 or at home is given, and the process proceeds to step S290. Furthermore, when it is detected in step S284 that the current time corresponds to the discount time zone, the process proceeds to step S292, the start of charging is instructed, and the process proceeds to step S290.

  In step S290, it is checked whether or not charging is in progress. If charging is in progress, step S290 is repeated to wait for completion of charging. Then, when step S290 is reached without executing charging as in step S286, or when step S290 is reached via step S292 and charging is completed, the process proceeds to step S294. If connection to the charging connection unit 10 is not detected in step S276, the process directly proceeds to step S294. Further, when the connection of the fuel filler is detected in step S282 after the detection of the hourly electric lamp contract in step S282, it is considered that charging at the service stand 902 is not intended, and the process immediately proceeds to step S294.

  In step S294, it is checked whether refueling is in progress. If refueling is in progress, step S294 is repeated to wait for completion of refueling. If step S294 is reached without a refueling instruction in S274, or if refueling is completed via step S274 via the refueling instruction in step S274, the process proceeds to step S296. In step S296, fuel consumption calculation processing is performed, details of which will be described later.

  Next, in step S298, it is checked whether or not a cable is connected to the charging connection unit 10, and if it is connected, it is checked whether or not the time is being monitored in step S300. If the time is being monitored, the process returns to step S278. Hereinafter, from step S278 until the emergency charging operation is detected in step S278, it is detected in step S284 that the current time corresponds to the discount time zone, or the removal of the cable is detected in step S298. Steps S290 and S294 to S300 are repeated. If it is not detected in step S300 that the time is being monitored, or if removal of the cable is detected in step S298, the flow of the refueling / power feeding process in FIG.

  FIG. 16 is a flowchart showing details of the refueling / power feeding process in step S296 of FIG. When the flow starts, it is checked in step S312 whether or not there is a charge. Then, if there is a charge, the process proceeds to step S314, and charging data such as the charge amount, the power unit price, and the billing charge is acquired from the service stand control unit 922 by PLC communication or wireless LAN communication, and the process proceeds to step S316. If it is not detected in step S312 that the battery has been charged, the process directly proceeds to step S316.

  In step S316, it is checked whether there has been refueling. If there is refueling, the flow proceeds to step 318, and fuel consumption accumulated data from the previous refueling to the current refueling is read by the instantaneous fuel consumption meter. Further, in S320, service stand data relating to the current refueling such as the amount of refueling, the presence / absence of refueling until full tank, the unit price of gasoline, and the billing fee are acquired by PLC communication or wireless LAN communication. Next, in step S322, accumulated service stand data relating to refueling acquired up to the previous time is read from the storage unit 28, and the process proceeds to step S324.

  In step S324, based on the data obtained in steps S320 and S322, it is checked whether both the previous and current refueling have been performed to full tank. If applicable, the fuel consumption calculation by the full tank method is possible, so the process proceeds to step S326, and the current fuel amount data obtained in step S320 is adopted, and the process proceeds to step S328. In step S328, travel data from the previous refueling to the current refueling is acquired from the trip meter 917. Further, in step S330, the fuel consumption at the current refueling is calculated from the current refueling amount and the current travel distance, and the process proceeds to step S332. On the other hand, if it is not detected in step S324 that both the current and previous refueling are full, the process proceeds to step S334, and cumulative fuel consumption data from the previous refueling to the current refueling is obtained from the fuel consumption data of the instantaneous fuel consumption meter obtained from step S318. Adopt and go to step S332.

  In step 332, it is checked whether or not the cumulative number of refueling up to this time is equal to or greater than a predetermined value (for example, 10 times). Is calculated and the process proceeds to step S338. This is because when the cumulative amount of fuel supply is sufficiently larger than the capacity of the fuel tank 16, there is no significant error even if the amount of fuel supply is considered as the oil consumption amount. On the other hand, if the cumulative number of refueling has not reached the predetermined number in step S332, the process proceeds to step S340, where the average fuel consumption up to this time is calculated from the instantaneous fuel consumption meter data, and the process proceeds to step S338. This is because when the number of refueling is small, it is more appropriate to estimate the average fuel consumption based on the instantaneous fuel consumption meter data than to estimate the average fuel consumption from the actual amount of fuel supply. If it is not detected in step S316 that there has been refueling, the process immediately proceeds to step S338.

  In step S338, a process for calculating an accumulated travel cost required to travel a predetermined distance (for example, 10 km) is performed. Details thereof will be described later. Next, in step S342, processing for converting the consumed energy into CO2 is performed. Details thereof will also be described later. Further, in step S344, a process for correcting the instantaneous fuel consumption meter is performed based on the refueling performance and the travel performance, and the flow ends. The instantaneous fuel consumption meter correction process in step S344 will also be described later.

  In step S332, it is determined whether the cumulative amount of fuel is sufficiently larger than the capacity of the fuel tank 16 based on the number of times of fueling. Instead, it is directly determined whether the cumulative amount of fuel has reached a predetermined value or more. You may make it determine to. Moreover, it may replace with the judgment by accumulation | storage of the amount of oil supply, and you may make it check in step S332 whether the accumulated travel distance has reached more than predetermined. In any case, it is possible to determine whether to adopt the fuel amount accumulated average estimated fuel consumption or the instantaneous fuel consumption meter average fuel consumption.

  FIG. 17 is a flowchart showing details of the accumulated travel cost calculation process in step S338 of FIG. When the flow starts, it is checked in step S352 whether or not there is a payment power charge related to the current charging, and if there is, the current payment power charge data is added in step S354 and the process proceeds to step S356. On the other hand, if there is no current power payment fee in step S352, the process directly proceeds to step S356. In step S356, it is checked whether or not there is private power generation data for the current charging. If there is, the charging equipment depreciation cost corresponding to the charging amount is added in step S358, and the process proceeds to step S360. On the other hand, if there is no private power generation data this time in step S356, the process proceeds directly to step S360.

  In step S360, it is checked whether or not the electric power related to the current CO2 emission trading is charged, and if applicable, the process proceeds to step S362. In step S362, if the CO2 emission right is sold, the sale price is subtracted. If the CO2 emission right is purchased, the purchase price is added and the process proceeds to step S364. On the other hand, if the current charge is not related to the CO2 emission trading in step S360, the process proceeds directly to step S364. In step S364, it is checked whether or not there is a refueling fee related to the current refueling. If there is a refueling fee for this refueling, the current refueling fee data is added in step S366 and the process proceeds to step S368. On the other hand, if there is no current power charge in step S364, the process directly proceeds to step S368.

  In step S368, the cumulative travel data up to this time is read from the trip meter 917 and the current travel data is added to this. Next, in step S370, it is checked whether or not the latest cumulative travel data as a result is greater than or equal to a predetermined distance. If it is equal to or longer than the predetermined distance, it is checked in step S372 whether there is accumulated power charge data up to this time. If so, the process proceeds to step S374, where the accumulated power charge data is read from the storage unit 28, and the process proceeds to step S376. On the other hand, if there is no accumulated power charge data in step S372, the process directly proceeds to step S376. In step S376, it is checked whether or not there is accumulated refueling charge data up to this time, and if there is, the process proceeds to step S378, where the accumulated refueling charge data is read from the storage unit 28, and the process proceeds to step S380. On the other hand, if there is no accumulated fuel charge data in step S376, the process proceeds directly to step S380.

  In step S380, the accumulated power charge data up to this time read out in step S374 and the accumulated refueling charge data up to this time read out in step S378 are added together to calculate a total accumulated charge. Then, the process proceeds to step S382, in which the total accumulated cumulative charge up to this time obtained in step S380 is divided by the cumulative travel data obtained up to this time obtained in step S368 and multiplied by 10 km, and the accumulated average running cost amount per 10 km Is calculated and the flow ends. If it is not detected in step S370 that the latest cumulative travel data is greater than or equal to the predetermined distance, the flow is immediately terminated. Unless the cumulative travel distance is sufficiently larger than the distance that can be traveled by a single energy injection, there is a large error in considering the amount of energy consumed, such as the amount of fuel and charge, as the amount of energy consumed. This is because it is inappropriate to calculate the travel cost from the payment fee.

  In step S370, it is checked whether or not the cumulative travel distance has reached a predetermined value or more. The purpose of this is that as long as refueling is involved, the cumulative amount of fuel supplied is the capacity of the fuel tank 16 as in step S332 of FIG. It is a judgment that it is sufficiently larger than that. Therefore, unless the vehicle 904 travels only with electric power, step S370 is a step for determining whether or not the number of refueling has reached a predetermined number, or a step for determining whether or not the cumulative amount of refueling has reached a predetermined amount or more. It is good. In any case, it is possible to determine whether the calculation of the travel cost is appropriate.

  FIG. 18 is a flowchart showing details of the CO2 conversion processing in step S342 of FIG. When the flow starts, it is checked in step S392 whether there is charging data in the storage unit 28, and if there is, the past accumulated power amount is read from the storage unit 28 in step S394, and the process proceeds to step S396. On the other hand, if there is no charge data in step S392, the process directly proceeds to step S396. In step S396, it is checked whether or not there is current charging data. If there is, the current charging amount is added in step S398, and the process proceeds to step S400. On the other hand, if there is no current charging data in step S396, the process directly proceeds to step S400.

  In step S400, it is checked whether or not the electric power related to the current CO2 emission trading is charged, and if applicable, the process proceeds to step S402. In step S402, if the CO2 emission right is sold, the power amount corresponding to the sale is added. If the CO2 emission right is purchased, the power amount corresponding to the purchase is subtracted and the process proceeds to step S404. On the other hand, if the current charge is not related to the CO2 emission trading in step S400, the process proceeds directly to step S404. In step 404, based on a predetermined conversion formula for converting electric power consumption into CO2 emission, charging electric energy within a predetermined period based on the processing from step S392 to step S402 is converted into CO2 emission.

  Next, in step S406, it is checked whether there is accumulated refueling data in the storage unit 28. If there is, the past accumulated refueling amount is read from the storage unit 28 in step S408, and the process proceeds to step S410. On the other hand, if there is no accumulated refueling data in step S406, the process directly proceeds to step S410. In step S410, it is checked whether or not there is current refueling data. If there is, the current refueling amount is added in step S412 and the process proceeds to step S412. On the other hand, if there is no current refueling data in step S410, the process directly proceeds to step S414. In step 414, based on a predetermined conversion formula for converting oil consumption into CO2 emission, the cumulative amount of oil supply from this time based on the processing of step S406 to step S412 is converted into CO2 emission.

  Next, in step S416, the cumulative travel data up to this time is read from the trip meter and the current travel data is added to this. In step S418, it is checked whether or not the latest accumulated travel data as a result is equal to or greater than a predetermined distance. If the latest cumulative travel data is greater than or equal to the predetermined distance, in step S420, the CO2 amount converted from the charge amount in step S404 and the CO2 amount converted from the refueling amount in step S414 are added together to calculate the cumulative total CO2 amount thus far. To do.

  Next, the process proceeds to step S422, where the total accumulated CO2 amount obtained up to this time obtained in step S420 is divided by the accumulated traveling data obtained up to this time obtained in step S416 and multiplied by 10 km, and the estimated average CO2 emission per 10 km is obtained. The amount is calculated and the flow ends. If it is not detected in step S416 that the latest cumulative travel data is greater than or equal to the predetermined distance, the flow is immediately terminated. Unless the cumulative mileage is sufficiently larger than the distance that can be traveled with a single energy injection, there is a large error in considering the amount of energy consumed, such as the amount of fuel and the amount of charge, as the amount of energy consumed. This is because it is inappropriate to calculate the average CO2 emission from the CO2 equivalent value.

  Note that even in step S416, it is checked whether the accumulated travel distance has reached a predetermined value or more as in step S370 in FIG. 17, but the gist is the same as in step S332 in FIG. 16 as long as refueling is involved. It is determined that the amount of fuel supply is sufficiently larger than the capacity of the fuel tank 16. Therefore, unless the vehicle 904 travels only with electric power, step S416 is performed to determine whether or not the number of refueling has reached a predetermined number, or to determine whether or not the cumulative refueling amount itself has reached a predetermined amount or more. It is good. In any case, it is possible to determine whether the calculation of the travel cost is appropriate.

  FIG. 19 is a flowchart showing details of the instantaneous fuel consumption meter correction process in step S344 of FIG. When the flow starts, it is checked in step S432 whether there is refueling data. If there is refueling data, the process proceeds to step S434, where the accumulated traveling data up to this time is read from the trip meter and the current traveling data is added to this. In step S436, it is checked whether or not the latest cumulative travel data as a result is equal to or greater than a predetermined distance. If the latest accumulated travel data is greater than or equal to the predetermined distance, the accumulated refueling data up to this time is read from the storage unit 28 and the current travel data is added to this to update to the latest data in step S438. In step S440, the fuel supply amount cumulative average designated fuel consumption is calculated from the latest cumulative fuel supply amount data and the latest cumulative fuel supply amount data.

  Next, in step S442, the average fuel consumption is calculated based on the data from the instantaneous fuel consumption meter for the corresponding period. Then, in step S444, the instantaneous fuel consumption meter average fuel consumption is compared with the fuel amount cumulative average estimated fuel consumption, and in step S446, it is checked whether or not there is a difference between both. If the difference is greater than or equal to the predetermined value, the process proceeds to step S448, where instantaneous fuel consumption meter correction processing is performed, and the flow ends. The instantaneous fuel consumption meter correction process in step S448 is to correct the instantaneous fuel consumption data by the instantaneous fuel consumption meter so that the instantaneous fuel consumption meter average fuel consumption becomes the same based on the fuel amount accumulated average estimated fuel consumption. In other words, if the instantaneous fuel consumption meter average fuel consumption is too high, the output of the instantaneous fuel consumption meter is corrected so that the instantaneous fuel consumption meter data will be lowered thereafter. This is to correct the output of the instantaneous fuel consumption meter so that it can be output.

  On the other hand, when it is not detected in step 446 that the deviation is greater than or equal to the predetermined value, the flow is immediately terminated without performing the instantaneous fuel consumption meter correction process. Further, when it is not detected in step S432 that there is refueling data, or when it is not detected in step S436 that the latest cumulative travel data is greater than or equal to a predetermined value, the instantaneous fuel consumption meter correction process is performed. Is not appropriate, the flow is immediately terminated.

  In step S436, it is checked whether or not the cumulative travel distance has reached a predetermined value or more as in step S370 in FIG. 17, but the gist is that, as in step S332 in FIG. This is a determination that the capacity is sufficiently larger than 16 capacities. Therefore, step S436 may be a step of determining whether or not the number of times of refueling has reached a predetermined number, or a step of determining whether or not the cumulative amount of refueling itself has reached a predetermined amount or more. In any case, it is possible to determine whether it is appropriate to enter the instantaneous fuel consumption meter correction process.

  In the third embodiment, the fuel supply and power supply control processes are performed on the vehicle 904 side, but the present invention is not limited to this. For example, instead of causing the vehicle control unit 26 to perform the same process as the refueling / power feeding process of FIG. 15, the service stand control unit 922 may be configured to perform the process. In this case, the detection of the connection of the fuel filler and the connecting part for charging and the emergency charging investigation are also performed on the service stand 902 side. In step S280, whether or not the vehicle is a time-dependent electric vehicle contract vehicle is determined by receiving the contract information from the vehicle 904.

  The present invention provides a practical plug-in hybrid vehicle or electric vehicle and a charging system therefor.

DESCRIPTION OF SYMBOLS 16 Fuel tank 20 Electric power storage part 908,26 Refueling preparation detection part 10,26 Electric power supply preparation detection part 26 Control part 32 Operation part 32 Travel start operation part 26 Travel control part 12 External cable 30 Notification part 26 Time detection part 18 1st Power source 22 Second power source 26 Power storage state detection unit 912 Fuel supply path 12 Power supply path 913, 922 Abnormality detection unit 922 Control unit of charging system

Claims (19)

A fuel tank that receives fuel, a power storage unit that receives power supply from a power line, a fuel supply preparation detection unit that detects a fuel supply preparation state to the fuel tank, and a power supply that detects a power supply preparation state to the power storage unit The power supply status to the power storage unit when the power supply preparation detection unit detects the power supply preparation state is made different depending on whether the preparation detection unit and the fuel supply preparation detection unit detect the fuel supply preparation state And a vehicle capable of traveling with charging power. The control unit performs control so that power supply to the power storage unit is not performed even when the power supply preparation detection unit detects a power supply preparation state when the fuel supply preparation detection unit detects a fuel supply preparation state. The vehicle capable of traveling with charging power according to claim 1. The control unit controls the power storage unit not to supply power even when the power supply preparation detection unit detects a power supply preparation state when the vehicle is in a predetermined power supply contract conclusion state. The vehicle which can drive | work with the charging power of Claim 2. An operation unit, and the control unit detects when the power supply preparation detection unit detects a power supply preparation state even when the fuel supply preparation detection unit detects a fuel supply preparation state according to an operation of the operation unit. 4. The vehicle capable of traveling with charging power according to claim 2 or 3, wherein control is performed to permit power supply to the power storage unit. A fuel tank that receives fuel, a power storage unit that receives power supply from a power line, a power supply preparation detection unit that detects a power supply preparation state to the power storage unit, and whether the vehicle is in a predetermined power supply contract conclusion state A vehicle capable of traveling with charging power, comprising: a control unit that changes a power supply state to the power storage unit when the power supply preparation detection unit detects a power supply preparation state depending on whether or not. The control unit controls the power storage unit not to supply power even when the power supply preparation detection unit detects a power supply preparation state when the vehicle is in a predetermined power supply contract conclusion state. The vehicle which can drive | work with the charging electric power of Claim 5. The control unit is configured to supply power to the power storage unit even when the power supply preparation detection unit detects a power supply preparation state when the vehicle is in a predetermined power supply contract conclusion state and is not in a power supply available time zone based on the contract. 7. The vehicle capable of traveling with charging power according to claim 6, wherein the vehicle is controlled so as not to be supplied. A power storage unit that receives power supply from a power line, a power supply preparation detection unit that detects a power supply preparation state to the power storage unit, a travel start operation unit, and the power supply preparation detection unit detect a power supply preparation state And a travel control unit that disables the operation of the travel start operation unit when the vehicle is running. The charging power according to claim 8, wherein the power supply preparation detection unit detects a state in which an external cable that supplies power to the power storage unit remains connected to the vehicle as a power supply preparation state. A vehicle that can run. The vehicle capable of traveling with charging power according to claim 8 or 9, further comprising a notification unit that notifies that the travel control unit invalidates the operation of the travel start operation unit. When the vehicle is in a predetermined power supply contract conclusion state and is not in a power supply available time zone based on the contract, even if the power supply preparation detection unit detects the power supply preparation state, it does not supply power to the power storage unit 11. A vehicle capable of traveling with charging power according to claim 8, further comprising a control unit for controlling the vehicle. A power storage unit that receives power supply from a power line, a power supply preparation detection unit that detects a power supply preparation state to the power storage unit, and the vehicle when the power supply preparation detection unit detects a power supply preparation state A time zone detection unit that continuously detects whether or not it is a power supply available time zone based on a predetermined power supply contract, and the power supply preparation detection unless the time zone detection unit detects that it is a power supply time zone A vehicle capable of traveling with charging power, comprising: a control unit that does not supply power even when the unit detects a power supply preparation state. A fuel tank that receives fuel, a power storage unit that receives power from a power line, a detection unit that detects a power storage state of the power storage unit, and a first power source that generates power by consuming fuel in the fuel tank A second power source that generates power by consuming power from the power storage unit, and a second power source that switches from the second power source to the first power source based on a first detection level of the detection unit. A control unit capable of selecting a first mode and a second mode for switching from the second power source to the first power source based on a second detection level of the detection unit different from the first detection level; A vehicle capable of traveling with charging power. The second detection level is a level for maintaining the state where the power storage unit is sufficiently charged, and the first detection level is when the traveling efficiency by the first power source is not more than a predetermined value. The vehicle capable of traveling with charging power according to claim 13, wherein the vehicle is at a level that enables traveling by the second power source. The vehicle capable of traveling with charging power according to claim 13 or 14, wherein the control unit is further capable of selecting a third mode in which continuous traveling is performed only by the second power source. 16. The vehicle capable of traveling with charging power according to claim 15, wherein the control unit is capable of changing from the second mode to the third mode. The vehicle capable of traveling with charging power according to any one of claims 13 to 16, wherein the control unit is capable of changing from the second mode to the first mode. The vehicle capable of traveling with charging power according to any one of claims 13 to 17, wherein the control unit switches between the first power source and the second power source based on traveling efficiency. A fuel supply path, a power supply path, an abnormality detection unit that detects an abnormality in the power supply path, and prohibits fuel supply from the fuel supply path when the abnormality detection unit detects an abnormality in the power supply path A charging system for a vehicle capable of traveling with charging power, comprising a control unit.

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