JP2017073915A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle capable of providing outside of the vehicle with a larger quantity of power when a disaster hits.SOLUTION: An electric vehicle 100, capable of providing outside of the vehicle with power, includes a power storage device 120, a discharge device 140, and an ECU 190. The discharge device 140 is configured to supply outside of the vehicle with power stored in the power storage device 120. In a case where the electric vehicle 100 exists in a designated disaster occurrence area, the ECU 190 controls the discharge device 140 so as to permit an operation of the discharge device 140 until an SOC of the device decreases to a level lower than a lower limit SOC of the storage device 120 set for the case of the electric vehicle 100 not existing in the disaster occurrence area.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle, and more particularly to a vehicle capable of supplying power to the outside of the vehicle.

  Japanese Patent Laying-Open No. 2014-007918 (Patent Document 1) discloses an electric vehicle that can supply power to the outside of the vehicle. This electric vehicle supplies electric power stored in a vehicle-mounted battery to a house through a V2H (Vehicle to Home) stand. Supplying the electric power stored in the in-vehicle battery to the outside of the vehicle is hereinafter also referred to as “external power supply”. According to the electric vehicle disclosed in Patent Document 1, the user can use the electric power by receiving the electric power supply from the electric vehicle even in a situation where the electric power supply cannot be received from the system power source such as at the time of a disaster.

JP 2014-007918 A

  In general vehicles, an upper limit and a lower limit of the SOC (State Of Charge) of the battery are set in order to suppress deterioration of the in-vehicle battery, and charging / discharging of the battery is controlled so that the SOC is within the range. The When such a vehicle has the external power supply function disclosed in Patent Document 1, the vehicle stops external power supply when the SOC reaches the lower limit (hereinafter also referred to as “SOC limit lower limit”). To do.

  However, at the time of a disaster, the user does not always consider the suppression of battery deterioration as a top priority. Even if the battery deteriorates, there may be a user who wants to acquire more power from the vehicle.

  This invention was made in order to solve such a subject, The objective is to provide the vehicle which can supply more electric power to the exterior of a vehicle at the time of a disaster.

  A vehicle according to an aspect of the present invention is a vehicle capable of supplying power to the outside of the vehicle, and includes a power storage device, a power feeding device, and a control device. The power feeding device is configured to supply the electric power stored in the power storage device to the outside of the vehicle. When the vehicle is present in the designated disaster occurrence area, the control device is configured to reduce the SOC of the power supply apparatus to an SOC lower than the SOC lower limit of the power storage device set when the vehicle does not exist in the disaster occurrence area. The power feeding device is controlled to allow the operation.

  In this vehicle, when the vehicle exists in the disaster occurrence area, external power feeding can be performed until the SOC of the power storage device becomes lower than the SOC lower limit when the vehicle does not exist in the disaster occurrence area. Therefore, according to this vehicle, more electric power can be supplied from the power storage device to the outside of the vehicle during a disaster.

  According to the present invention, it is possible to provide a vehicle that can supply more electric power to the outside of the vehicle during a disaster.

1 is an overall configuration diagram of a V2H system. It is a whole block diagram which shows the structure of an electric vehicle. It is a flowchart (executed in normal time) which shows the process sequence regarding the change of a SOC limit minimum. It is a flowchart (executed at the time of a disaster) which shows the process sequence regarding the change of a SOC limit minimum.

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

[Embodiment 1]
(V2H system configuration)
FIG. 1 is an overall configuration diagram of a V2H system to which an electric vehicle according to an embodiment of the present invention is applied. Referring to FIG. 1, V2H system 1 includes an electric vehicle 100, a V2H stand 200, and a data center 300.

  The electric vehicle 100 is connected to the V2H stand 200 through the power cable 400. The V2H stand 200 is a device for safely exchanging electric power between the electric vehicle 100 and a house (not shown). The electric vehicle 100 can supply electric power stored in a power storage device (described later) to the house through the V2H stand 200.

  The electric vehicle 100 has a wireless communication function. The electric vehicle 100 can receive various information from the data center 300 through the communication network. The data center 300 transmits various information to the electric vehicle 100 according to the situation. For example, the electric vehicle 100 receives disaster information from the data center 300 when a disaster occurs. The disaster information includes information on the disaster occurrence area. The electric vehicle 100 can recognize the disaster occurrence area by receiving the disaster information.

(Configuration of electric vehicle)
FIG. 2 is an overall block diagram showing the configuration of the electric vehicle 100. Electric vehicle 100 is, for example, an electric vehicle or a hybrid vehicle.

  Referring to FIG. 2, electrically powered vehicle 100 includes an inlet 110, a power storage device 120, a charging device 130, a discharging device 140, a PCU (Power Control Unit) 150, a MID (Multi Information Display) 160, and a DCM. (Data Communication Module) 170, GPS (Global Positioning System) module 180, and ECU (Electronic Control Unit) 190 are provided. The charging device 130 and the discharging device 140 are not necessarily configured as separate devices, and may be configured as a charging / discharging device having both functions of the charging device 130 and the discharging device 140.

  A connector 410 of the power cable 400 is connected to the inlet 110. And the electric power stored in the electrical storage apparatus 120 mentioned later is supplied to the V2H stand 200 (FIG. 1) through the inlet 110 and the connector 410. FIG. In addition, power from a power source outside the vehicle is supplied to the electric vehicle 100 through the connector 410 and the inlet 110.

  The power storage device 120 is a power storage element configured to be chargeable / dischargeable. The power storage device 120 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, and a power storage element such as an electric double layer capacitor.

  Charging device 130 converts an alternating current supplied from a power source outside the vehicle through inlet 110 into a direct current. Then, the charging device 130 increases or decreases the voltage to a desired voltage and supplies it to the power storage device 120. The charging device 130 includes, for example, a rectifier circuit that converts alternating current into direct current and a converter that steps up or down the voltage.

  Discharge device 140 converts the direct current discharged from power storage device 120 into an alternating current. Then, the discharge device 140 increases or decreases the voltage to a desired voltage and supplies the voltage to the V2H stand 200 (FIG. 1) through the power cable 400. Discharge device 140 includes, for example, an inverter that converts a direct current into an alternating current and a converter that steps up or down the voltage.

  PCU 150 includes an inverter, a motor connected to the inverter, and the like, and generates a driving force for driving electric vehicle 100 using electric power supplied from power storage device 120.

  The MID 160 is a display device for displaying various information related to the electric vehicle 100. For example, the MID 160 is a liquid crystal display or an organic EL (Electro Luminescence) display.

  The DCM 170 is a communication device capable of wireless communication with the outside. The DCM 170 is, for example, a communication module compliant with a communication standard such as W-CDMA (Wideband Code Division Multiple Access), LTE (Long Term Evolution), or a wireless LAN standard such as IEEE (Institute of Electrical and Electronic Engineers) 802.11. including.

  The GPS module 180 is a receiving device used in a satellite positioning system. The GPS module 180 calculates the current position of the electric vehicle 100 based on the received signal.

  The ECU 190 includes a CPU (Central Processing Unit) and a memory (not shown), and each device (the charging device 130, the discharging device) of the electric vehicle 100 based on information stored in the memory and information from each sensor (not shown). 140, PCU 150, MID 160, DCM 170, GPS module 180).

  The main function of ECU 190 is the SOC limiting function of power storage device 120. The SOC limit function is a function that stops discharging when the SOC reaches the SOC limit lower limit (for example, SOC 20%) when the electric power stored in power storage device 120 is discharged. This is because deterioration of power storage device 120 is promoted when discharging is performed until the SOC lower limit is exceeded.

  For example, when ECU 190 detects that the SOC of power storage device 120 has reached the SOC limit lower limit when electric power is supplied to V2H stand 200 (FIG. 1) by discharging device 140, ECU 190 supplies electric power. The discharge device 140 is controlled to stop the operation.

  However, at the time of a disaster, the user does not always consider the suppression of deterioration of the power storage device 120 as the highest priority. There may be a user who wants to acquire more electric power from the electric vehicle 100 even if the power storage device 120 deteriorates.

  Therefore, in electric powered vehicle 100 according to the present embodiment, ECU 190 is set when electric powered vehicle 100 is present in the designated disaster occurrence area and when electric powered vehicle 100 is not present in the disaster occurrence area. Discharge device 140 is controlled to allow the operation of discharge device 140 to an SOC lower than the SOC limit lower limit (first SOC limit lower limit (for example, SOC 20%)) of power storage device 120.

  The electric vehicle 100 can be set to a normal mode and an emergency mode. Electric vehicle 100 is normally set to a normal mode. The electric vehicle 100 is set to the emergency mode when disaster information is received from the data center 300 through the DCM 170 and it is determined that the electric vehicle 100 exists in the disaster occurrence area. When electric powered vehicle 100 is set to the normal mode, the SOC limit lower limit is set to the first SOC limit lower limit. When electric powered vehicle 100 is set to the emergency mode, the SOC limit lower limit is set to the second SOC limit lower limit (<first SOC limit lower limit).

  Thus, in electrically powered vehicle 100, when electrically powered vehicle 100 exists in the disaster occurrence area, the SOC of power storage device 120 is the SOC lower limit (first SOC limit) when electrically powered vehicle 100 does not exist in the disaster occurrence area. External power feeding can be performed until the SOC (second SOC limit lower limit) becomes lower than the lower limit. Therefore, according to this electric vehicle 100, more electric power can be supplied from the power storage device 120 to the outside of the vehicle during a disaster. Next, a specific procedure for changing the SOC limit lower limit will be described.

(Explanation of processing procedure regarding change of SOC limit lower limit)
FIG. 3 is a flowchart showing a processing procedure regarding the change of the SOC limit lower limit in electrically powered vehicle 100. The process shown in this flowchart is started and repeated when, for example, the vehicle system of the electric vehicle 100 is activated in a state where the electric vehicle 100 does not exist in the disaster occurrence area.

  Referring to FIG. 3, ECU 190 determines whether disaster information has been received from data center 300 (FIG. 1) through DCM 170 (step S100). If it is determined that disaster information has not been received (NO in step S100), the process proceeds to step S160. That is, in the electric vehicle 100, when disaster information is not received, the normal mode is maintained in order to prioritize the suppression of deterioration of the power storage device 120.

  If it is determined that disaster information has been received (YES in step S100), ECU 190 acquires position information of electrically powered vehicle 100 through GPS module 180 (step S110).

  Thereafter, ECU 190 determines whether or not electric vehicle 100 exists in the disaster occurrence area from the information on the disaster occurrence area included in the received disaster information and the position information of electric vehicle 100 (step S120). For example, the ECU 190 determines that the electric vehicle 100 exists in the disaster occurrence area when the electric vehicle 100 exists within a radius of several kilometers or several tens of kilometers around the disaster occurrence point.

  If it is determined that electric powered vehicle 100 does not exist in the disaster occurrence area (NO in step S120), the process proceeds to step S160. That is, when electric vehicle 100 does not exist in the disaster occurrence area, the normal mode is maintained in order to prioritize the suppression of deterioration of power storage device 120.

  If it is determined that electric vehicle 100 exists in the disaster occurrence area (YES in step S120), ECU 190 switches the mode to the emergency mode (step S130). Thereafter, ECU 190 causes MID 160 to display a warning screen indicating that the mode has shifted to the emergency mode (step S140). ECU 190 lowers the SOC limit lower limit from the first SOC limit lower limit to the second SOC limit lower limit (<first SOC limit lower limit) (step S150). Thereafter, the process proceeds to step S160.

  Thus, in electrically powered vehicle 100, ECU 190 lowers the SOC limit lower limit than usual during a disaster. As a result, the electric vehicle 100 can supply as much electric power as possible to the outside of the vehicle at the time of a disaster.

  FIG. 4 is a flowchart showing a processing procedure relating to the change of the SOC limit lower limit. The process shown in this flowchart is started after it is determined that electric vehicle 100 exists in the disaster occurrence area, and is repeatedly executed, for example.

  Referring to FIG. 4, ECU 190 determines whether or not information (hereinafter, also referred to as “warning release information”) indicating that the disaster warning is released from data center 300 (FIG. 1) through DCM 170 has been received. (Step S200). If it is determined that warning cancellation information has not been received (NO in step S200), the process proceeds to step S240. That is, in the electric vehicle 100, when the disaster warning is not canceled, the emergency mode is maintained so that as much power as possible can be supplied from the power storage device 120 to the outside of the vehicle.

  If it is determined that the warning cancellation information has been received (YES in step S200), ECU 190 switches the mode to the normal mode in order to prioritize the suppression of deterioration of power storage device 120 (step S210). Thereafter, ECU 190 causes MID 160 to display a screen indicating that the mode has been shifted to the normal mode (disaster warning has been canceled) (step S220). ECU 190 then increases the SOC limit lower limit from the second SOC limit lower limit to the first SOC limit lower limit (> second SOC limit lower limit) (step S230). Thereafter, the process proceeds to step S240.

  Thus, in electrically powered vehicle 100, ECU 190 sets the SOC limit lower limit to the first SOC limit lower limit in order to prioritize the suppression of deterioration of power storage device 120 during normal times, and uses as much electric power as possible outside the vehicle in the event of a disaster. In order to enable supply, the SOC limit lower limit is set to the second SOC limit lower limit (<first SOC limit lower limit). Thereby, according to the electric vehicle 100, more electric power can be supplied to the exterior of a vehicle at the time of a disaster.

[Other embodiments]
As described above, the first embodiment has been described as the embodiment of the present invention. However, the present invention is not necessarily limited to the first embodiment. Here, an example of another embodiment will be described.

  In the first embodiment, in order to supply as much power as possible to the outside of the vehicle, the SOC limit lower limit of power storage device 120 is reduced from that in normal times during a disaster. However, the use of power supplied from power storage device 120 is not necessarily limited to external power feeding. For example, ECU 190 may drive PCU 150 until the SOC of power storage device 120 reaches the second SOC limit lower limit (<first SOC limit lower limit) during a disaster. Thereby, the user can blame the electric vehicle 100 to a place as far away as possible from the disaster occurrence area.

  In the first embodiment, when disaster information is received from the data center 300 and the electric vehicle 100 exists in the disaster occurrence area, the mode of the electric vehicle 100 is switched from the normal mode to the emergency mode. It was. However, the trigger for mode switching is not necessarily limited to such an example. For example, when the electric vehicle 100 receives information indicating an emergency such as a power failure and the electric vehicle 100 is present in an emergency occurrence region, the mode of the electric vehicle 100 is switched from the normal mode to the emergency mode. Also good.

  In Embodiment 1, when electric powered vehicle 100 is set to the emergency mode, the SOC limit lower limit is set to the second SOC limit lower limit (<first limit lower limit). However, when the emergency mode is set, the SOC limit function may be turned off and the SOC limit lower limit may not be provided. Even in this way, the vehicle can supply more electric power to the outside of the vehicle during a disaster.

  In Embodiment 1, when electric vehicle 100 is set to the emergency mode, electric vehicle 100 is not shifted to the normal mode until the warning release information is received. However, the trigger for shifting from the emergency mode to the normal mode is not limited to this. For example, when the position of the electric vehicle 100 deviates from the disaster occurrence area, the mode of the electric vehicle 100 may be changed from the emergency mode to the normal mode. In addition, even for a user who does not want to lower the SOC limit lower limit even when a disaster occurs, even if the electric vehicle 100 exists in the disaster occurrence area, the mode of the electric vehicle 100 can be changed by user operation. It may be possible to switch from the hour mode to the normal mode.

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

  1 V2H system, 100 electric vehicle, 110 inlet, 120 power storage device, 130 charging device, 140 discharging device, 150 PCU, 160 MID, 170 DCM, 180 GPS module, 190 ECU, 200 V2H stand, 300 data center, 400 power cable 410 connector.

Claims (1)

A vehicle that can supply power to the outside of the vehicle,
A power storage device;
A power feeding device configured to supply the electric power stored in the power storage device to the outside of the vehicle;
When the vehicle is present in the designated disaster occurrence area, the power feeding device up to an SOC lower than the SOC lower limit of the power storage device set when the vehicle does not exist in the disaster occurrence area And a control device that controls the power feeding device to allow the operation of the vehicle.

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