JP2018103722A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To exactly suppress the deterioration of the fuel or a lubricant of an engine, in a hybrid vehicle which is constituted so as to be communicative with a server.SOLUTION: A hybrid vehicle comprises a communication device which can communicate with a cloud server capable of collecting the information of a plurality of vehicles, and a control device which can control an engine. The control device selects whether to perform first fuel deterioration suppression control for suppressing the deterioration of the fuel of the engine, to perform second fuel deterioration suppression control which is higher than the first fuel deterioration suppression control in a suppression level or not to perform the first fuel deterioration suppression control and the second fuel deterioration suppression control by using a first fuel deterioration degree and a second fuel deterioration degree. The first fuel deterioration degree is a fuel deterioration degree which is calculated by using information detected in the hybrid vehicle without using information which is collected in the cloud server. The second fuel deterioration degree is a fuel deterioration degree which is calculated by using the information collected in the server.SELECTED DRAWING: Figure 4

Description

  The present disclosure relates to a hybrid vehicle, and more particularly, to a technique for suppressing deterioration of fuel or lubricating oil of an internal combustion engine mounted on the hybrid vehicle.

  Japanese Patent Laying-Open No. 2006-88131 (Patent Document 1) discloses a hybrid vehicle that can travel using the power of at least one of an internal combustion engine and a rotating electrical machine. This hybrid vehicle uses a fuel consumption for forcibly operating the internal combustion engine in order to prevent deterioration of the fuel staying in the fuel tank when the non-fuel supply period in which the fuel of the internal combustion engine is not supplied exceeds a predetermined period. A mode is implemented.

Japanese Patent Laid-Open No. 2006-88131

  However, it is difficult to accurately detect fuel deterioration only by information detected in the vehicle (for example, the above-described oil-free period), and it may be impossible to accurately suppress fuel deterioration. Specifically, the fuel deterioration is greatly affected not only by the oil-free period but also by the environment around the vehicle (for example, the environmental temperature). Therefore, for example, depending on the environmental temperature, even if the oil-free period exceeds a predetermined period, the fuel may not deteriorate so much, and if the internal combustion engine is forcibly operated up to such a case, the fuel consumption will be deteriorated. Become. Conversely, for example, depending on the environmental temperature, the fuel may have deteriorated considerably even if the oil-free period does not exceed the predetermined period. If the deteriorated fuel is left in such a case, the deterioration of the fuel further proceeds. There is a concern that Moreover, the above problems may occur not only in the fuel of the internal combustion engine but also in the lubricating oil (engine oil) of the internal combustion engine.

  The present disclosure has been made in order to solve the above-described problem, and an object of the present disclosure is to accurately deteriorate fuel or lubricating oil of an internal combustion engine in a hybrid vehicle configured to be able to communicate with a server outside the vehicle. It is to suppress.

  The hybrid vehicle according to the present disclosure can travel using the power of at least one of the internal combustion engine and the rotating electric machine. The hybrid vehicle includes a communication device configured to be able to communicate with a server configured to be able to aggregate information on a plurality of vehicles, and a control device configured to be able to control the internal combustion engine. The control device uses the first deterioration degree and the second deterioration degree to execute the first suppression control that suppresses the deterioration of the fuel or the lubricating oil of the internal combustion engine, or the fuel or the fuel at a suppression level different from the first suppression control. It is selected whether to execute the second suppression control for suppressing the deterioration of the lubricating oil or not to execute the first suppression control and the second suppression control. The first deterioration degree is a deterioration degree of the fuel or the lubricating oil of the internal combustion engine, which is calculated using information detected in the hybrid vehicle without using the information collected in the server. The second deterioration degree is a deterioration degree of the fuel or the lubricating oil of the internal combustion engine, which is calculated using information collected in the server.

  According to the above configuration, the internal combustion engine uses not only the first deterioration degree calculated using the information detected in the hybrid vehicle but also the second deterioration degree calculated using the information aggregated in the server. The level for suppressing the deterioration of the fuel or the lubricating oil (whether the first suppression control is executed, the second suppression control is executed, or both of the suppression controls are not executed) is selected. Therefore, it is possible to more accurately determine the deterioration of the fuel or the lubricating oil passage than when only the first deterioration degree is used, and it is possible to accurately suppress the deterioration according to the determination result. As a result, in a hybrid vehicle configured to be communicable with a server outside the vehicle, deterioration of the fuel or lubricating oil passage of the internal combustion engine can be accurately suppressed.

It is a figure which shows typically an example of the whole structure of a vehicle control system. It is a figure which shows an example of a structure of the own vehicle and a cloud server in detail. It is a figure for demonstrating CD mode and CS mode. It is a flowchart (the 1) which shows an example of the process sequence of a control apparatus. It is a flowchart (the 2) which shows an example of the process sequence of a control apparatus. It is a flowchart (the 3) which shows an example of the process sequence of a control apparatus. It is a flowchart (the 4) which shows an example of the process sequence of a control apparatus. It is a flowchart (the 5) which shows an example of the process sequence of a control apparatus. It is a flowchart (the 6) which shows an example of the process sequence of a control apparatus.

  Hereinafter, embodiments of the present disclosure 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.

  FIG. 1 is a diagram schematically illustrating an example of the overall configuration of a vehicle control system 1 according to the present embodiment. The vehicle control system 1 includes a plurality of vehicles 10 and a cloud server 30.

  Each of the vehicles 10 is a so-called connected vehicle configured to be capable of wireless communication with the cloud server 30. Each of the vehicles 10 transmits information held by the vehicle 10 to the cloud server 30 at a predetermined cycle (for example, every few seconds).

  Information transmitted by each vehicle 10 to the cloud server 30 includes, for example, the current position of the vehicle 10, the amount of accelerator pedal operation, the amount of brake pedal operation, the travel load (travel power, etc.), the ambient environmental temperature (atmospheric temperature), Various information relating to the travel, environment, control, and the like of the vehicle 10 such as a ranking failure rate (a ratio of the number of times the engine has not started relative to the number of times the engine has been cranked) is included.

  The cloud server 30 accumulates the information received from each vehicle 10 and the time when the information is received, stratified for each vehicle 10. The cloud server 30 is configured to be able to transmit data requested from the vehicle 10 to the vehicle 10 in response to a request from each vehicle 10.

  Hereinafter, among the vehicles 10, a vehicle that executes control according to the present disclosure is also referred to as “own vehicle 11”, and a vehicle 10 other than the own vehicle 11 is also referred to as “other vehicle 12”. In the present embodiment, the host vehicle 11 is a hybrid vehicle including a motor generator and an engine as driving force sources. The other vehicle 12 is not particularly limited as long as it is a connected vehicle configured to be capable of wireless communication with the cloud server 30. For example, the other vehicle 12 may be a hybrid vehicle, or may be a motor as a driving force source. The vehicle may be an electric vehicle or a fuel cell vehicle provided, or a conventional vehicle (engine vehicle) including an engine as a driving force source.

  FIG. 2 is a diagram showing an example of the configuration of the vehicle 11 and the cloud server 30 in more detail. In the example shown in FIG. 2, the own vehicle 11 is a so-called plug-in hybrid vehicle. Specifically, the host vehicle 11 includes an inlet 13, a charger 14, a power storage device 15, a drive device 16, a communication device 17, an HMI (Human Machine Interface) device 18, a control device 19, and a GPS. (Global Positioning System) module 100. The cloud server 30 includes a communication device 31, a management device 32, and a database (storage device) 33.

  The inlet 13 is configured to be connectable to the connector 42 of the power supply facility 41 outside the vehicle. The power supply facility 41 is connected to a system power supply (not shown) and configured to be able to supply the power of the system power supply to the vehicle 10 connected to the connector 42.

  Charger 14 is provided between inlet 13 and power storage device 15, converts external power input from power supply facility 41 into power that can be charged in power storage device 15, and outputs the converted power to power storage device 15. To do. Hereinafter, charging of the power storage device 15 using external power is also referred to as “external charging”.

  The power storage device 15 is configured to be rechargeable. The power storage device 15 is a secondary battery such as a nickel metal hydride battery or a lithium ion battery. The power storage device 15 may be a large-capacity capacitor.

  The driving device 16 generates a driving force of the own vehicle 11. Drive device 16 includes an engine 16A, a first MG (Motor Generator) 16B, a second MG 16C, a power split device 16D, and a PCU (Power Control Unit) 16E.

  The engine 16A is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. The engine 16A is controlled by a control signal from the control device 19. In the present embodiment, the output of the engine 16A is used for both power generation and drive, but the use of the engine is not limited to both power generation and drive, but only for power generation. There may be only for driving.

  The own vehicle 11 further includes a fuel tank 50 and a fuel filler port 51. The fuel filler port 51 is configured to be connectable to a fueling facility 60 of a fueling stand. The fuel tank 50 stores fuel (gasoline or light oil) supplied from the fuel filler port 51. The engine 16A generates power using the fuel supplied from the fuel tank 50.

  The engine 16A is filled with oil that lubricates the inside of the engine 16A. The oil (hereinafter also referred to as “engine oil”) filled in the engine 16A has not only lubrication but also functions such as cooling, washing, and rust prevention.

  The power generated by the engine 16A is divided into a path transmitted to the drive wheels and a path transmitted to the first MG 16B by the power split device 16D.

  First MG 16B and second MG 16C are three-phase AC rotating electric machines driven by PCU 16E. First MG 16B generates power using the power of engine 16A divided by power split device 16D. Second MG 16C is connected to a driving wheel (not shown), and generates driving force of own vehicle 11 using at least one of the electric power stored in power storage device 15 and the electric power generated by first MG 16B. Further, the second MG 16C performs regenerative power generation using the kinetic energy of the host vehicle 11 transmitted from the drive wheels during inertial running in the accelerator-off state (the user is not stepping on the accelerator pedal). The regenerative power generated by the second MG 16C is collected by the power storage device 15.

  Power split device 16D includes a planetary gear mechanism that mechanically connects engine 16A, first MG 16B, and second MG 16C (drive wheels).

  PCU 16E converts the DC power stored in power storage device 15 into AC power that can drive first MG 16B and second MG 16C. PCU 16E converts AC power generated by first MG 16B and second MG 16C into DC power that can charge power storage device 15.

  The communication device 17 is configured to be capable of wireless communication with the communication device 31 of the cloud server 30. The communication device 17 is connected to the control device 19 via a communication line, and transmits information transmitted from the control device 19 to the cloud server 30 and transmits information received from the cloud server 30 to the control device 19. .

  The HMI device 18 is a device that provides various information to the user and accepts user operations. The HMI device 18 includes a display, a speaker and the like provided in the room.

  The GPS module 100 is a receiving device used in a satellite positioning system. The GPS module 100 calculates the current position of the host vehicle 11 based on the received signal and outputs the calculation result to the control device 19. The GPS module 100 may be incorporated in a navigation device provided with a map database.

  Further, although not shown, the own vehicle 11 is a vehicle speed sensor that detects the vehicle speed, a monitoring sensor that detects the state (voltage, current, temperature, etc.) of the power storage device 15, an acceleration sensor that detects the acceleration of the own vehicle 11, and the like. A plurality of sensors for detecting various physical quantities necessary for controlling the host vehicle 11 are provided. Each of these sensors outputs a detection result to the control device 19.

  The control device 19 includes a CPU and a memory (not shown), and each device (the charger 14, the drive device 16, the communication device 17, the HMI) of the vehicle 11 based on information stored in the memory and information from each sensor. Device 18 etc.).

  As described above, the cloud server 30 includes the communication device 31, the management device 32, and the database 33.

  The communication device 31 is configured to be capable of wireless communication with the communication device 17 of the vehicle 10. The communication device 31 is connected to the management device 32 via a communication line, and transmits information transmitted from the management device 32 to the vehicle 10 and transmits information received from the vehicle 10 to the management device 32.

  The management device 32 includes a CPU (not shown), and stores information received from each vehicle 10 in the database 33. Further, the management device 32 performs various calculations using the information of each vehicle 10 stored in the database 33.

<Vehicle control mode>
The control device 19 of the vehicle 10 selects either a CD (Charge Depleting) mode or a CS (Charge Sustaining) mode, and controls the drive device 16 (engine 16A, PCU 16E, etc.) according to the selected mode. The CD mode is a control mode that consumes SOC (State Of Charge) of the power storage device 15. The CS mode is a control mode that maintains the SOC within a predetermined range.

  Control device 19 selects the CD mode until the SOC of power storage device 15 decreases to a predetermined value Stg, and selects the CS mode after the SOC decreases to a predetermined value Stg.

  FIG. 3 is a diagram for explaining the CD mode and the CS mode. In FIG. 3, the horizontal axis indicates time, and the vertical axis indicates an example of change in SOC. In the example shown in FIG. 3, a case is shown in which travel is started at time t <b> 0 after the power storage device 15 is fully charged (SOC = MAX) by external charging.

  In the CD mode, basically, electric power stored in the power storage device 15 (mainly electric power charged by external charging) is consumed. During traveling in the CD mode, the engine 16A does not operate in order to maintain the SOC. Therefore, although the SOC may temporarily increase due to the regenerative power of the second MG 16C being decelerated, as a result, the rate of discharge becomes larger than the charge, and the SOC gradually decreases as a whole.

  On the other hand, in the CS mode, the SOC is maintained within a predetermined range. As an example, when the SOC decreases to the predetermined value Stg at time t1, the control device 19 starts the engine 16A and shifts the control mode from the CD mode to the CS mode. Thereafter, control device 19 intermittently operates engine 16A so as to maintain the SOC within a predetermined range. Specifically, the control device 19 operates the engine 16A when the SOC decreases to the lower limit value of the predetermined range, and stops the engine 16A when the SOC increases to the upper limit value of the predetermined range, thereby maintaining the SOC within the predetermined range. To do. That is, in the CS mode, the engine 16A operates to maintain the SOC within a predetermined range.

  In both the CD mode and the CS mode, the required travel power is calculated from the accelerator operation amount by the user and the vehicle speed. If the required travel power is less than a predetermined engine start threshold value, engine 16A is stopped, and EV travel is performed in which travel power is generated by second MG 16C alone or by both first MG 16B and second MG 16C. On the other hand, when the required travel power is larger than the engine start threshold value, HV travel is performed in which travel power is generated by second MG 16C and engine 16A.

  The electric power generated by the first MG 16 </ b> B due to the operation of the engine 16 </ b> A is directly supplied to the second MG 16 </ b> C or stored in the power storage device 15. The engine start threshold value in the CD mode is set to a value larger than the engine start threshold value in the CS mode.

  Thus, even in the CD mode, the engine 16A operates when the required traveling power is larger than the engine start threshold value. On the other hand, even in the CS mode, the engine 16A stops if the SOC increases. That is, the CD mode is not limited to EV traveling that travels while the engine 16A is always stopped, and the CS mode is not limited to HV traveling that travels while the engine 16A is always operated. In both the CD mode and the CS mode, EV running and HV running are possible.

<Inhibition of engine 16A fuel deterioration>
As described above, in the host vehicle 11, the CD mode is selected until the SOC of the power storage device 15 falls below the predetermined value Stg (see FIG. 3). In the CD mode, EV traveling is basically performed and HV traveling is not performed. Therefore, if external charging is performed before the SOC of power storage device 15 falls below predetermined value Stg, EV traveling in the CD mode is the main component, and the fuel in fuel tank 50 is hardly consumed. If such a state continues for a predetermined period (for example, about one year) or longer, there is a concern that aged fuel may remain in the fuel tank 50. Therefore, in the own vehicle 11, it is desirable to detect the deterioration of the fuel in the fuel tank 50 and to perform control for suppressing the deterioration of the fuel when the deterioration is progressing.

  However, it is difficult to accurately detect the deterioration of the fuel only by the information detected in the own vehicle 11. For example, in view of the deterioration of the fuel over time, the period in which the fuel is not supplied in the vehicle 11 (hereinafter also referred to as “non-oil supply period”) is detected, and the fuel deteriorates when the non-oil supply period exceeds a predetermined value. It is possible to determine that However, the fuel deterioration is greatly affected not only by the oil-free period but also by the surrounding environment of the vehicle 11 (for example, the environmental temperature). For example, the higher the ambient temperature around the host vehicle 11, the earlier the volatility of the fuel in the fuel tank 50 decreases and the earlier it deteriorates. Therefore, it is difficult to accurately detect fuel deterioration using only the oil-free period detected in the host vehicle 11. In addition, it is technically impossible to continuously detect and accumulate the history of the environmental temperature in the own vehicle 11 over a long period of time, but it is actually difficult because the cost required for the own vehicle 11 becomes enormous. .

  In view of the above problems, the control device 19 of the host vehicle 11 calculates not only the information detected in the host vehicle 11 (hereinafter also referred to as “stand-alone information”) when calculating the degree of fuel deterioration in the fuel tank 50. Also, information of a plurality of vehicles 10 (hereinafter also referred to as “server information”) collected in the cloud server 30 is also used. Specifically, the control device 19 of the host vehicle 11 calculates (estimates) the “first fuel deterioration level” using the stand-alone information, and calculates the “second fuel deterioration level” using the server information ( presume. Then, the control device 19 of the host vehicle 11 executes the “first fuel deterioration suppression control” for suppressing the fuel deterioration using the first fuel deterioration degree and the second fuel deterioration degree, or the first fuel deterioration degree. It is selected whether to execute “second fuel deterioration suppression control” for suppressing fuel deterioration at a higher suppression level than the deterioration suppression control, or not to execute the first and second fuel deterioration suppression control.

  FIG. 4 is a flowchart illustrating an example of a processing procedure when the control device 19 of the host vehicle 11 according to the present embodiment executes the fuel deterioration suppression control. This flowchart is repeatedly executed at a predetermined cycle during the operation of the control device 19. FIG. 4 also shows processing performed by the cloud server 30 (management device 32) in addition to the processing of the control device 19 of the host vehicle 11.

  The control device 19 of the host vehicle 11 transmits a fuel deterioration data request signal to the cloud server 30 (step S10). The fuel deterioration data request signal is the fuel deterioration data around the cloud server 30 around a high-frequency parking position of the own vehicle 11 (a position where the own vehicle 11 is frequently parked, such as the home of the user of the own vehicle 11). This is a signal requesting to transmit to the own vehicle 11 information having a correlation with fuel deterioration. The fuel deterioration data request signal includes vehicle identification information for specifying the own vehicle 11, a high-frequency parking position of the own vehicle 11, and the like.

  When the cloud server 30 receives the fuel deterioration data request signal from the own vehicle 11, the cloud server 30 extracts and aggregates the fuel deterioration data around the high-frequency parking position of the own vehicle 11 included in the fuel deterioration data request signal from the database 33 ( Step S100). The fuel deterioration data collected by the cloud server 30 includes history information of environmental temperatures received from a plurality of vehicles 10 that are frequently parked in the peripheral area of the high-frequency parking position of the host vehicle 11.

  Note that the fuel deterioration data collected by the cloud server 30 is not necessarily limited to information indicating the environmental temperature as long as the information has a correlation with the fuel deterioration. For example, considering that the engine startability is poor and the cranking failure rate may increase when the fuel deteriorates, the fuel deterioration data aggregated by the cloud server 30 is included in the data received from the engine-equipped vehicle (hybrid vehicle, normal engine vehicle). Information such as a ranking failure rate may be included.

  Then, the cloud server 30 transmits the aggregated fuel deterioration data to the host vehicle 11 (step S102).

  The control device 19 of the host vehicle 11 calculates the “second fuel deterioration degree” using the fuel deterioration data received from the cloud server 30 (step S12). For example, the control device 19 can calculate the second fuel deterioration degree to a higher value as the average value of the environmental temperature included in the fuel deterioration data is higher.

  Next, the control device 19 of the host vehicle 11 determines whether or not the second fuel deterioration degree calculated in step S12 is greater than a predetermined value (step S14). This determination is a process of determining whether or not the high-frequency parking position of the host vehicle 11 is an area where fuel is likely to deteriorate using server information.

  When it is not determined that the second fuel deterioration level is greater than the predetermined value (NO in step S14), the control device 19 of the host vehicle 11 has a “first fuel deterioration level” calculated using the stand-alone information. It is determined whether or not the value is larger than the value (step S16). This determination is a process for determining whether or not the fuel of the host vehicle 11 has deteriorated using the stand-alone information.

  As the stand-alone information used for calculating the first fuel deterioration degree, for example, the above-described oil-free period can be used. In this case, the control device 19 can calculate the first fuel deterioration degree to a larger value as the oil-free period is longer. Note that the stand-alone information used for calculating the first fuel deterioration degree is not necessarily limited to the oil-free period as long as the information has a correlation with the fuel deterioration. For example, information such as the cranking failure rate of the vehicle 11 may be included.

  The “predetermined value” compared with the first fuel deterioration level in step S16 may be the same value as the “predetermined value” compared with the second fuel deterioration level in step S14 or may be a different value. .

  When it is not determined that the first fuel deterioration degree is greater than the predetermined value (NO in step S16), control device 19 of host vehicle 11 does not execute the fuel deterioration suppression control (step S18).

  When it is determined that the first fuel deterioration degree is greater than the predetermined value (YES in step S16), control device 19 of host vehicle 11 executes first fuel deterioration suppression control for suppressing fuel deterioration ( Step S20).

  The first fuel deterioration suppression control is, for example, a process of outputting from the HMI device 18 a message image and voice guidance informing the user that the fuel in the fuel tank 50 of the host vehicle 11 may be deteriorated. Can do. The message image and voice guidance allow the user to increase the required driving power and intentionally operate the engine 16A to consume fuel or refuel more than a predetermined amount, thereby suppressing further deterioration of the fuel. Can be done.

  When it is determined that the second fuel deterioration degree is greater than the predetermined value (YES in step S14), control device 19 of own vehicle 11 executes the second fuel deterioration suppression control (step S22). The second fuel deterioration suppression control is a process for suppressing fuel deterioration at a higher suppression level than the first fuel deterioration suppression control executed in step S20.

  The second fuel deterioration suppression control can be, for example, a process of forcibly operating the engine 16A to consume fuel or prohibit external charging. Thereby, even if there is no user's accelerator operation or refueling operation, the fuel is more easily consumed. Therefore, fuel deterioration can be suppressed at a higher suppression level than in the first fuel deterioration suppression control.

  As described above, the control device 19 of the host vehicle 11 according to the present embodiment not only calculates the “first fuel deterioration level” using the stand-alone information, but also uses the server information to set the “second fuel deterioration level”. Is calculated. Therefore, the degree of fuel deterioration can be calculated more accurately than when only the stand-alone information is used. Then, the control device 19 of the host vehicle 11 executes the first fuel deterioration suppression control using the first fuel deterioration degree and the second fuel deterioration degree, or performs the second fuel deterioration suppression control with a higher suppression level. Whether to execute or not to execute the first and second fuel deterioration suppression control is selected. Therefore, fuel deterioration can be suppressed more accurately than in the case where only the stand-alone information is used.

  In particular, the control device 19 of the host vehicle 11 according to the above-described embodiment notifies the user of the fuel deterioration when it is determined that the fuel deterioration is based on the “second fuel deterioration degree” calculated using the server information. Instead of only the first fuel deterioration suppression control, a high second fuel deterioration suppression control that forcibly operates the engine 16A or prohibits external charging is executed. When it is determined that the fuel has deteriorated based on the “second fuel deterioration degree” calculated using the server information, the high-frequency parking position of the host vehicle 11 is an area where the fuel is likely to deteriorate, and the non-fueling period is a predetermined period. Even if it is less than, it is assumed that there is a high possibility of deterioration early. In view of this point, when the control device 19 determines that the fuel deterioration is based on the “second fuel deterioration degree” calculated using the server information, the control level of the deterioration is higher than that of the first fuel deterioration suppression control. Second fuel deterioration suppression control is executed. Thereby, deterioration of fuel can be prevented beforehand.

  On the other hand, when the fuel deterioration is not determined by the “second fuel deterioration degree” calculated using the server information (that is, the fuel deterioration is not likely to occur), the control device 19 of the host vehicle 11 operates as a stand-alone device. When it is determined that the fuel is deteriorated based on the “first fuel deterioration degree” calculated using the information, the first fuel deterioration suppression control for notifying the user of the fuel deterioration is executed. Thereby, fuel deterioration can be suppressed without excessively operating the engine 16A or prohibiting external charging.

<Modification 1>
In the above-described embodiment, the second fuel deterioration suppression control is executed when the second fuel deterioration degree is larger than the predetermined value, the second fuel deterioration degree is smaller than the predetermined value, and the first fuel deterioration degree is predetermined. When it is larger than the value, the first fuel deterioration suppression control is executed.

  On the other hand, in the first modification, when both the first fuel deterioration degree and the second fuel deterioration degree are larger than a predetermined value, the second fuel deterioration suppression control is executed, and only the second fuel deterioration degree is predetermined. When the value is larger than the value, the first fuel deterioration suppression control is executed. Since other structures, functions, and processes are the same as those in the above-described embodiment, detailed description thereof will not be repeated here.

  FIG. 5 is a flowchart illustrating an example of a processing procedure when the control device 19 of the host vehicle 11 according to the first modification executes the fuel deterioration suppression control. Of the steps shown in FIG. 5, the steps given the same numbers as the steps shown in FIG. 4 described above have already been described, and detailed description thereof will not be repeated here.

  If it is not determined that the second fuel deterioration level is greater than the predetermined value (NO in step S14), control device 19 of host vehicle 11 does not execute the fuel deterioration suppression control (step S18).

  When it is determined that the second fuel deterioration degree is larger than the predetermined value (YES in step S14), and when it is determined that the first fuel deterioration degree is larger than the predetermined value (YES in step S16). The control device 19 of the host vehicle 11 executes the second fuel deterioration suppression control (step S22).

  If it is determined that the second fuel deterioration level is greater than the predetermined value (YES in step S14), and if it is not determined that the first fuel deterioration level is higher than the predetermined value (NO in step S16), The control device 19 of the vehicle 11 performs the first fuel deterioration suppression control (step S20).

  As described above, the control device 19 of the host vehicle 11 according to the first modification has a considerable possibility that the fuel has deteriorated when both the first fuel deterioration degree and the second fuel deterioration degree are larger than the predetermined values. In view of the high level, the second fuel deterioration suppression control having a high deterioration suppression level is executed. On the other hand, when only the second fuel deterioration degree is larger than the predetermined value, the control device 19 executes the first fuel deterioration suppression control with a low deterioration suppression level in view of the possibility that the fuel has not deteriorated. To do. Thereby, the deterioration of the fuel can be suppressed in stages according to the first fuel deterioration degree and the second fuel deterioration degree.

<Modification 2>
In the first modification, the fuel deterioration control is not executed when the second fuel deterioration degree is less than the predetermined value, and the first fuel deterioration suppression control is performed when only the second fuel deterioration degree is larger than the predetermined value. Was executed.

  On the other hand, in the second modification, when the first fuel deterioration degree is less than the predetermined value, the fuel deterioration control is not executed, and when only the first fuel deterioration degree is larger than the predetermined value, the first fuel deterioration is not performed. Deterioration suppression control is executed. Since other structures, functions, and processes are the same as those of the first modification, detailed description thereof will not be repeated here.

  FIG. 6 is a flowchart illustrating an example of a processing procedure when the control device 19 of the host vehicle 11 according to the second modification executes the fuel deterioration suppression control. The flowchart shown in FIG. 6 is obtained by replacing the process of step S14 and the process of step S16 of the flowchart shown in FIG. Since the other steps have already been described, detailed description will not be repeated here.

  When it is not determined that the first fuel deterioration degree is greater than the predetermined value (NO in step S16), control device 19 of host vehicle 11 does not execute the fuel deterioration suppression control (step S18).

  If it is determined that the first fuel deterioration level is greater than the predetermined value (YES in step S16), and if it is not determined that the second fuel deterioration level is higher than the predetermined value (NO in step S14), The control device 19 of the vehicle 11 performs the first fuel deterioration suppression control (step S20).

  When it is determined that the first fuel deterioration degree is larger than the predetermined value (YES in step S16), and when it is determined that the second fuel deterioration degree is larger than the predetermined value (YES in step S14). The control device 19 of the host vehicle 11 executes the second fuel deterioration suppression control (step S22).

  As described above, the control device 19 of the host vehicle 11 according to the second modification does not execute the fuel deterioration control when the first fuel deterioration degree is less than the predetermined value, and only the first fuel deterioration degree has the predetermined value. Is greater than the first fuel deterioration suppression control, and when both the first fuel deterioration degree and the second fuel deterioration degree are greater than a predetermined value, the second fuel deterioration suppression control is executed. Even in such a process, the deterioration of the fuel can be suppressed in stages according to the first fuel deterioration degree and the second fuel deterioration degree.

<Modification 3>
A problem similar to the problem relating to the deterioration of the fuel of the engine 16A described above can also occur in the lubricating oil (engine oil) of the engine 16A.

  Specifically, as described above, in the own vehicle 11, if external charging is performed before the SOC of the power storage device 15 falls below the predetermined value Stg, EV driving in the CD mode is mainly performed. There may occur a case where the engine 16A is maintained in a stopped state for a long time. If the stop period of the engine 16A is long, the amount of water in the oil of the engine 16A increases, and there is a concern that the oil deteriorates and cannot perform sufficient performance. For this reason, it is desirable to detect deterioration of the engine oil in the own vehicle 11 and to perform control for suppressing the deterioration of the oil when the deterioration is progressing. However, as with fuel deterioration, it is difficult to accurately detect engine oil deterioration using only stand-alone information.

  Therefore, the control device 19 of the host vehicle 11 according to the third modification calculates (estimates) the “first oil deterioration degree” using the stand-alone information, and calculates the “second oil deterioration degree” using the server information. Calculate (estimate). Then, the control device 19 of the host vehicle 11 uses the first oil deterioration degree and the second oil deterioration degree to execute “first oil deterioration suppression control” for suppressing oil deterioration, or the first oil deterioration degree. It is selected whether to execute “second oil deterioration suppression control” for suppressing oil deterioration at a higher suppression level than the deterioration suppression control, or not to execute the first and second oil deterioration suppression control.

  FIG. 7 is a flowchart illustrating an example of a processing procedure when the control device 19 of the host vehicle 11 according to the third modification executes oil deterioration suppression control. This flowchart is repeatedly executed at a predetermined cycle during the operation of the control device 19. FIG. 4 also shows processing performed by the cloud server 30 (management device 32) in addition to the processing of the control device 19 of the host vehicle 11.

  The control device 19 of the host vehicle 11 transmits an oil deterioration data request signal to the cloud server 30 (step S30). The oil deterioration data request signal requests the cloud server 30 to transmit oil deterioration data (information correlated with oil deterioration) around the high-frequency parking position of the own vehicle 11 to the own vehicle 11. Signal. The oil deterioration data request signal includes vehicle identification information for specifying the own vehicle 11, a high-frequency parking position of the own vehicle 11, and the like.

  When the cloud server 30 receives the oil deterioration data request signal from the own vehicle 11, the cloud server 30 extracts and summarizes the oil deterioration data around the frequently parked position of the own vehicle 11 included in the oil deterioration data request signal from the database 33 ( Step S200). The oil deterioration data collected by the cloud server 30 includes, for example, history information of the oil and water amount of each vehicle 10 received from each vehicle 10 that is frequently parked in the peripheral area of the high-frequency parking position of the host vehicle 11. included. The cloud server 30 transmits the aggregated oil deterioration data to the host vehicle 11 (step S202).

  The control device 19 of the host vehicle 11 calculates the “second oil deterioration degree” using the oil deterioration data received from the cloud server 30 (step S32). For example, the control device 19 can calculate a value obtained by averaging the oil moisture amount in each vehicle 10 included in the oil deterioration data as the second oil deterioration degree.

  Next, the control device 19 of the host vehicle 11 determines whether or not the second oil deterioration degree calculated in step S32 is greater than a predetermined value (step S34).

  If it is not determined that the second oil deterioration level is greater than the predetermined value (NO in step S34), the control device 19 of the host vehicle 11 has a “first oil deterioration level” calculated using the stand-alone information. It is determined whether or not the value is larger than the value (step S36). For example, the control device 19 calculates the amount of water in the oil of the engine 16A of the own vehicle 11 based on the rotation speed history and the oil temperature history of the engine 16A detected by the own vehicle 11, and the calculated amount of oil in the oil is calculated. The amount of water can be set as the first oil deterioration degree.

  The “predetermined value” compared with the first oil deterioration level in step S36 may be the same value as the “predetermined value” compared with the second oil deterioration level in step S34 or may be a different value. .

  When it is not determined that the first oil deterioration degree is greater than the predetermined value (NO in step S36), control device 19 of own vehicle 11 does not execute the oil deterioration suppression control (step S38).

  When it is determined that the first oil deterioration degree is greater than the predetermined value (YES in step S36), control device 19 of own vehicle 11 executes first oil deterioration suppression control for suppressing oil deterioration ( Step S40).

  The first oil deterioration suppression control can be, for example, a process of outputting from the HMI device 18 a message image and voice guidance informing the user that the engine oil of the host vehicle 11 may be deteriorated. By means of this message image and voice guidance, the user intentionally operates the engine 16A, or when an oil heater is provided, the oil heater is operated, whereby the moisture in the oil is heated by the heat of the engine 16A or the oil heater. Can easily evaporate, so that the amount of water in the oil can be easily reduced. Thereby, deterioration of oil is suppressed.

  When it is determined that the second oil deterioration degree is greater than the predetermined value (YES in step S34), control device 19 of own vehicle 11 executes the second oil deterioration suppression control (step S42). The second oil deterioration suppression control is a process for suppressing oil deterioration at a higher suppression level than the first oil deterioration suppression control executed in step S40.

  The second oil deterioration suppression control can be, for example, a process for forcibly operating the engine 16A for a predetermined time or a process for forcibly operating the oil heater for a predetermined time when an oil heater is provided. Thereby, even if there is no user operation, the water in the oil evaporates due to the heat of the engine 16A or the oil heater, so that the oil deterioration can be suppressed at a higher suppression level than the first oil deterioration suppression control.

  As described above, the control device 19 of the host vehicle 11 according to the third modification not only calculates the “first oil deterioration degree” using the stand-alone information but also uses the server information to set the “second oil deterioration degree”. Is calculated. Therefore, the oil deterioration degree can be calculated more accurately than in the case where only the stand-alone information is used. Then, the control device 19 of the host vehicle 11 executes the first oil deterioration suppression control using the first oil deterioration degree and the second oil deterioration degree or performs the second oil deterioration suppression control with a higher suppression level. Whether to execute or not to execute the first and second oil deterioration suppression control is selected. Therefore, oil deterioration can be more accurately suppressed as compared with the case where only the stand-alone information is used.

  In particular, the control device 19 of the host vehicle 11 according to the third modification only notifies the user of the oil deterioration when the oil deterioration is determined based on the “second oil deterioration degree” calculated using the server information. The second oil deterioration suppression control for forcibly operating the engine 16A or the oil heater is executed instead of the first oil deterioration suppression control. When it is determined that the oil has deteriorated based on the “second oil deterioration degree” calculated using the server information, the engine oil in a large number of vehicles 10 has deteriorated around the high-frequency parking position of the host vehicle 11, The high-frequency parking position of the host vehicle 11 is assumed to be an area where oil is likely to deteriorate. In view of this point, when it is determined that the oil deterioration is based on the “second oil deterioration degree” calculated using the server information, the control device 19 has a higher deterioration suppression level than the first oil deterioration suppression control. The second oil deterioration suppression control is executed. Thereby, deterioration of oil can be prevented beforehand.

  On the other hand, when it is not determined that the oil deterioration is based on the “second oil deterioration degree” calculated using the server information (that is, when the oil is not easily deteriorated), the control device 19 of the host vehicle 11 operates as a stand-alone device. When it is determined that the oil deterioration is based on the “first oil deterioration degree” calculated using the information, the first oil deterioration suppression control for notifying the user of the oil deterioration is executed. Thereby, deterioration of oil can be suppressed, without operating engine 16A or an oil heater excessively.

<Modification 4>
In Modification 3 described above, the second oil deterioration suppression control is executed when the second oil deterioration degree is larger than a predetermined value, and the second oil deterioration degree is smaller than the predetermined value and the first oil deterioration degree is predetermined. When it is larger than the value, the first oil deterioration suppression control is executed.

  On the other hand, in the fourth modification, the second oil deterioration suppression control is executed when both the first oil deterioration degree and the second oil deterioration degree are larger than predetermined values corresponding to the first oil deterioration degree and the second oil deterioration degree control, respectively. When only the degree is greater than the predetermined value, the first oil deterioration suppression control is executed. Since other structures, functions, and processes are the same as those in the above-described embodiment, detailed description thereof will not be repeated here.

  FIG. 8 is a flowchart illustrating an example of a processing procedure when the control device 19 of the host vehicle 11 according to the fourth modification executes oil deterioration suppression control. Of the steps shown in FIG. 8, the steps given the same numbers as the steps shown in FIG. 7 described above have already been described, and detailed description thereof will not be repeated here.

  When it is not determined that the second oil deterioration level is greater than the predetermined value (NO in step S34), control device 19 of host vehicle 11 does not execute the oil deterioration suppression control (step S38).

  When it is determined that the second oil deterioration level is greater than the predetermined value (YES in step S34), and when it is determined that the first oil deterioration level is higher than the predetermined value (YES in step S36). The control device 19 of the host vehicle 11 executes second oil deterioration suppression control (step S42).

  When it is determined that the second oil deterioration level is greater than the predetermined value (YES in step S34), and when it is not determined that the first oil deterioration level is higher than the predetermined value (NO in step S36), The control device 19 of the vehicle 11 performs the first oil deterioration suppression control (step S40).

  As described above, the control device 19 of the host vehicle 11 according to the fourth modification has a considerable possibility that the oil has deteriorated when both the first oil deterioration degree and the second oil deterioration degree are larger than the predetermined values. In view of the high level, the second oil deterioration suppression control having a high deterioration suppression level is executed. On the other hand, when only the second oil deterioration degree is larger than the predetermined value, the control device 19 executes the first oil deterioration suppression control with a low deterioration suppression level in view of the possibility that the oil has not deteriorated. To do. Thereby, oil deterioration can be suppressed in stages according to the first oil deterioration degree and the second oil deterioration degree.

<Modification 5>
In Modification 4 described above, when the second oil deterioration degree is less than a predetermined value, the oil deterioration control is not executed, and when only the second oil deterioration degree is larger than the predetermined value, the first oil deterioration suppression control is performed. Was executed.

  On the other hand, in the second modification, when the first oil deterioration degree is less than a predetermined value, the oil deterioration control is not executed, and when only the first oil deterioration degree is larger than the predetermined value, the first oil deterioration control is not performed. Deterioration suppression control is executed. Since other structures, functions, and processes are the same as in the above-described modification example 4, detailed description thereof will not be repeated here.

  FIG. 9 is a flowchart illustrating an example of a processing procedure when the control device 19 of the host vehicle 11 according to the fifth modification executes oil deterioration suppression control. The flowchart shown in FIG. 9 is obtained by replacing the process in step S34 and the process in step S36 in the flowchart shown in FIG. Since the other steps have already been described, detailed description will not be repeated here.

  When it is not determined that the first oil deterioration degree is greater than the predetermined value (NO in step S36), control device 19 of own vehicle 11 does not execute the oil deterioration suppression control (step S38).

  If it is determined that the first oil deterioration level is greater than the predetermined value (YES in step S36), and if it is not determined that the second oil deterioration level is higher than the predetermined value (NO in step S34), The control device 19 of the vehicle 11 performs the first oil deterioration suppression control (step S40).

  When it is determined that the first oil deterioration degree is larger than the predetermined value (YES in step S36), and when it is determined that the second oil deterioration degree is larger than the predetermined value (YES in step S34). The control device 19 of the host vehicle 11 executes second oil deterioration suppression control (step S42).

  As described above, the control device 19 of the host vehicle 11 according to the fifth modification does not execute the oil deterioration suppression control when the first oil deterioration degree is larger than the predetermined value, and only the first oil deterioration degree is predetermined. When the value is larger than the value, the first oil deterioration suppression control is executed, and when both the first oil deterioration degree and the second oil deterioration degree are larger than the corresponding values, the second oil deterioration suppression control is executed. To do. Also by such a process, the deterioration of the oil can be suppressed in stages according to the first oil deterioration degree and the second oil deterioration degree.

<Modification 6>
In the above-described embodiment and Modification 1-5, the process of calculating the degree of deterioration of the fuel or oil of the engine 16A (step S12 in FIG. 4-6, step S32 in FIG. 7-9, etc.), and the calculated deterioration The example in which the vehicle 11 executes the process of comparing the degree and the threshold (steps S14 and S16 in FIG. 4-6 and steps S34 and S36 in FIG. 7-9) has been described.

  However, the cloud server 30 may perform these processes. For example, the cloud server 30 may calculate the second fuel deterioration degree or the second oil deterioration degree, and transmit a comparison result between the calculated deterioration degree and a threshold value to the host vehicle 11. In this case, the control device 19 of the host vehicle 11 may select a level that suppresses deterioration of fuel or oil according to the comparison result received from the cloud server 30.

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

  DESCRIPTION OF SYMBOLS 1 Vehicle control system, 10 Vehicle, 11 Own vehicle, 12 Other vehicle, 13 Inlet, 14 Charger, 15 Power storage device, 16 Drive device, 16A Engine, 16B 1st MG, 16C 2nd MG, 16D Power split device, 17, 31 Communication device, 18 HMI device, 19 control device, 30 cloud server, 32 management device, 33 database, 41 power supply facility, 42 connector, 50 fuel tank, 51 fuel supply port, 60 fuel supply facility, 100 GPS module.

Claims (1)

A hybrid vehicle capable of traveling using the power of at least one of an internal combustion engine and a rotating electrical machine,
A communication device configured to be able to communicate with a server configured to be able to aggregate information of a plurality of vehicles;
A control device configured to be able to control the internal combustion engine,
Whether the control device executes the first suppression control that suppresses the deterioration of the fuel or the lubricating oil of the internal combustion engine using the first deterioration level and the second deterioration level, or a suppression level different from the first suppression control Selecting whether to execute the second suppression control for suppressing deterioration of the fuel or the lubricating oil, or not to execute the first suppression control and the second suppression control,
The first deterioration degree is a deterioration degree of the fuel or lubricating oil of the internal combustion engine, which is calculated using information detected in the hybrid vehicle without using the information aggregated in the server.
The hybrid vehicle, wherein the second degree of deterioration is a degree of deterioration of the fuel or lubricating oil of the internal combustion engine, which is calculated using information collected in the server.

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