JP2019093968A - Hybrid vehicle - Google Patents

Abstract

To suppress occurrence of a situation that a sufficient power amount cannot be supplied to the other vehicle, in a hydraulic vehicle which is constituted so as to be capable of supplying power stored in a storage device to the other vehicle.SOLUTION: A vehicle 200 is a hybrid vehicle. The vehicle 200 can charge a power storage device with power supplied from a power source at the outside of the vehicle, and can supply the power of the power storage device to a power storage device of a vehicle 100. When a vehicle ECU of the vehicle 200 receives a power supply requirement to the vehicle 100 (power-shortage vehicle), the ECU performs control for increasing a power accumulation amount of the power storage device which is mounted to the vehicle 200 before power is supplied to the vehicle 100 (power-shortage vehicle).SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a hybrid vehicle, and more particularly to a hybrid vehicle configured to be able to supply power stored in a power storage device to another vehicle.

  Unexamined-Japanese-Patent No. 2015-73382 (patent document 1) discloses the charge control apparatus which charges the 2nd battery (power receiving side battery) of a power receiving side vehicle with the electric power of the 1st battery (power feeding side battery) of a power feeding side vehicle. Do.

  In this charge control device, after the charging of the power receiving battery is completed, the capacity of the power feeding battery and the capacity of the power receiving battery are grasped, and then it is determined whether the power of the power receiving battery is charged or not. Be done. As a result, it is possible to avoid a situation where the remaining capacity of the power supply battery is insufficient after the charging of the power reception battery is completed (see Patent Document 1).

JP, 2015-73382, A

  However, in the charge control device described above, when the stored amount of the power-supply-side battery is small, a sufficient amount of power from the power-supply-side battery to the power-reception-side battery (for example, the amount of power that the power receiving vehicle can travel to the nearest charging station) Can not supply.

  The present disclosure has been made to solve such a problem, and an object of the present disclosure is to provide a hybrid vehicle configured to be able to supply power stored in a power storage device to another vehicle. It is to control the situation that can not be supplied.

  The hybrid vehicle of the present disclosure includes an engine, a generator, a power storage device, a power feeding device, and a control device. The generator generates power using the power of the engine. The power storage device stores the power generated by the generator. The power feeding device is configured to be able to supply the power stored in the power storage device to the power storage device of another vehicle. The control device is controlled to increase the storage amount of the power storage device in advance before power feeding to the other vehicle (power missing vehicle) is performed by the power feeding device when the power feeding request to the other vehicle (power missing vehicle) is received. Configured to perform.

  With the above-described configuration, it is possible to increase the storage amount of the storage device in advance before power is supplied to another vehicle (power missing vehicle). Therefore, according to this hybrid vehicle, it is possible to suppress a situation where it is not possible to supply a sufficient amount of power to other vehicles (power missing vehicles).

  According to the present disclosure, in a hybrid vehicle configured to be able to supply power stored in a power storage device to another vehicle, it is possible to suppress a situation in which a sufficient amount of power can not be supplied to the other vehicle.

1 schematically shows an overall configuration of a vehicle rescue system according to a first embodiment. FIG. It is a figure which shows an example of a structure of the vehicle 100 shown in FIG. It is a figure which shows an example of a structure of the vehicle 200 shown in FIG. It is a figure showing signs that electric power is supplied to a missing electric vehicle from a rescue vehicle. It is a figure for demonstrating CD mode, CS mode, and CI mode. FIG. 7 is a sequence diagram showing exchange of information between elements of the vehicle rescue system according to the first embodiment. It is a figure showing an example of a display in a navigation device of vehicles which received a rescue request. It is a flowchart explaining the process sequence of SOC control shown in FIG. FIG. 13 is a sequence diagram showing exchange of information between elements of the vehicle rescue system according to the second embodiment. It is a flowchart explaining the processing procedure of SOC control shown in FIG.

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

First Embodiment
FIG. 1 schematically shows an entire configuration of a vehicle rescue system 10 according to the first embodiment. Referring to FIG. 1, a vehicle rescue system 10 includes a vehicle 100, a plurality of vehicles 200, and a server 300. The vehicles 100, the vehicles 200, and the server 300 are configured to be able to communicate with each other via a communication network 500 such as the Internet or a telephone line. Each of the vehicle 100 and the plurality of vehicles 200 is configured to be able to exchange information with the base station 510 of the communication network 500 by wireless communication.

  As described later with reference to FIG. 2, vehicle 100 generates traveling driving force using electric power from the mounted power storage device, and an electric vehicle capable of charging the power storage device using electric power supplied from the outside of the vehicle. It is.

  Each vehicle 200 is a hybrid vehicle equipped with an engine while generating traveling driving force using electric power from a mounted power storage device as described later with reference to FIG. Each vehicle 200 is configured to be able to charge the power storage device with the electric power generated using the power of the engine. Each vehicle 200 can charge the power storage device using power supplied from a power supply external to the vehicle, and can be configured to be able to supply power of the power storage device to the vehicle 100.

  The server 300 communicates with the vehicle 100 and each vehicle 200 through the communication network 500, and exchanges various information with the vehicle 100 and each vehicle 200. Information that the server 300 exchanges with the vehicle 100 and the vehicle 200 will be described later.

  FIG. 2 is a diagram showing an example of the configuration of the vehicle 100. As shown in FIG. Referring to FIG. 2, vehicle 100 includes a power storage device 110, a system main relay SMR 1, a PCU (power control unit) 120, a motor generator 130, a power transmission gear 135, and drive wheels 140. And Vehicle 100 further includes a charging device 150, an inlet 155, a charging relay RY1, a vehicle ECU (Electronic Control Unit) 160, a navigation device 162, and a communication module 164.

  Power storage device 110 is a power storage element configured to be chargeable and dischargeable. Power storage device 110 is configured to include, for example, a secondary battery such as a lithium ion battery or a nickel hydrogen battery, and a power storage element such as an electric double layer capacitor. Power storage device 110 outputs detected values of the voltage and current of power storage device 110 detected by a sensor (not shown) to vehicle ECU 160.

  The PCU 120 is a drive device for driving the motor generator 130, and is configured to include a power conversion device such as a converter or an inverter (neither is shown). PCU 120 is controlled by vehicle ECU 160, and converts DC power received from power storage device 110 into AC power for driving motor generator 130.

  Motor generator 130 is an AC rotating electric machine, and is, for example, a permanent magnet synchronous motor including a rotor in which permanent magnets are embedded. The output torque of motor generator 130 is transmitted to driving wheel 140 through power transmission gear 135 to cause vehicle 100 to travel. Further, motor generator 130 can generate electric power by the rotational force of drive wheel 140 at the time of braking operation of vehicle 100. The generated power is converted by PCU 120 into charging power for power storage device 110.

  Charging device 150 is connected to power storage device 110 via charging relay RY1. In addition, the charging device 150 is connected to the inlet 155 by power lines ACL11 and ACL12. Charging device 150 is controlled by vehicle ECU 160 and converts the power input from inlet 155 into power that can charge power storage device 110.

  The vehicle ECU 160 is configured to include a central processing unit (CPU), a memory, an input / output buffer, and the like (not shown in FIG. 2). The vehicle ECU 160 controls the devices such that the vehicle 100 is in a desired state according to signals from various sensors (not shown). For example, the vehicle ECU 160 controls the PCU 120 to execute various controls for realizing the traveling of the vehicle 100. In addition, vehicle ECU 160 controls charging device 150 to execute charging control for charging power storage device 110 with the power input from inlet 155. Further, vehicle ECU 160 receives detection values of the voltage and current of power storage device 110, and calculates an SOC (State Of Charge) of power storage device 110 based on the detected values.

  The navigation device 162 includes a GPS receiver (not shown) that identifies the position of the vehicle 100 based on radio waves from a satellite (not shown). The navigation device 162 executes various navigation processing of the vehicle 100 using the position information (GPS information) of the vehicle 100 specified by the GPS receiver. The navigation device 162 notifies the user of the traveling route of the vehicle 100 by the display of the display and the audio output of the speakers (both not shown).

  The communication module 164 is a vehicle data communication module (DCM), and is configured to be able to perform two-way data communication with the server 300 through the communication network 500 (FIG. 1).

  FIG. 3 is a diagram showing an example of the configuration of the vehicle 200. As shown in FIG. Referring to FIG. 2, vehicle 200 includes power storage device 210, system main relay SMR2, PCU 220, engine 230, power split device 232, motor generators 234 and 236, power transmission gear 238, and drive wheels. And 240. Vehicle 100 further includes bidirectional power conversion device 250, inlet 255, charge relay RY2, vehicle ECU 260, navigation device 262, and communication module 264.

  Power storage device 210 is a power storage element configured to be chargeable and dischargeable. The configuration of power storage device 210 is basically the same as that of power storage device 110 shown in FIG. The PCU 220 is a drive device for driving the motor generators 234 and 236, and is configured to include a power conversion device such as a converter or an inverter (neither is shown).

  The engine 230 is an internal combustion engine that outputs motive power by converting thermal energy from fuel combustion into kinetic energy of a moving element such as a piston or a rotor. As fuel for the engine 230, gasoline, light oil, ethanol, liquid hydrogen, hydrocarbon fuel such as natural gas, or liquid or gaseous hydrogen fuel is preferable.

  Motor generators 234 and 236 are AC rotating electric machines, and are, for example, permanent magnet type synchronous motors including a rotor in which permanent magnets are embedded. The motor generator 234 is used as a generator driven by the engine 230 via the power split device 232, and also used as a motor for starting the engine 230. The motor generator 236 mainly operates as an electric motor and drives the drive wheel 240. On the other hand, at the time of braking the vehicle or reducing the acceleration on the downward slope, motor generator 236 operates as a generator to perform regenerative power generation.

  Power split device 232 includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. Power split device 232 splits the driving power of engine 230 into the power transmitted to the rotation shaft of motor generator 234 and the power transmitted to power transmission gear 238. Power transmission gear 238 is coupled to a drive shaft for driving drive wheel 240. Power transmission gear 238 is also coupled to the rotation shaft of motor generator 236.

  Bidirectional power converter 250 is connected to power storage device 210 via charging relay RY2. The bidirectional power converter 250 is connected to the inlet 255 by the power lines ACL21 and ACL22. Bidirectional power conversion device 250 is controlled by vehicle ECU 260, and converts the power input from inlet 255 into power that can charge power storage device 210 (charging operation). Further, bidirectional power conversion device 250 converts the power supplied from power storage device 210 into the power of a predetermined voltage level and supplies it to inlet 255 (power supply operation).

  The vehicle ECU 260 is configured to include a CPU, a memory, an input / output buffer and the like (not shown in FIG. 3). The vehicle ECU 260 controls the devices so that the vehicle 200 is in a desired state according to signals from various sensors (not shown). For example, the vehicle ECU 260 controls the PCU 220 to execute various controls for realizing the traveling of the vehicle 200. In addition, vehicle ECU 260 executes charging control for charging power storage device 210 with the power input from inlet 255 by controlling bidirectional power conversion device 250. In addition, vehicle ECU 260 performs power supply control to output power supplied from power storage device 210 from inlet 255 by controlling bidirectional power conversion device 250. Further, vehicle ECU 260 receives detection values of the voltage and current of power storage device 210, and calculates the SOC of power storage device 210 based on the detected values.

  The navigation device 262 includes a GPS receiver (not shown) that locates the vehicle 200 based on radio waves from a satellite (not shown). The configuration of the navigation device 262 is basically the same as the navigation device 162 shown in FIG. The communication module 264 is an on-vehicle DCM, and is configured to be able to perform two-way data communication with the server 300 through the communication network 500 (FIG. 1).

  As described above, vehicle 200 can charge power storage device 210 by bi-directional power conversion device 250 using the power input from inlet 255, and also allows the power stored in power storage device 210 to be transmitted from inlet 255 to the vehicle. It can be supplied outside. Thus, in the vehicle rescue system 10, the vehicle 200 can move to the source of the vehicle 100 that has run out of power (the power of the power storage device 110 is depleted), and power can be supplied from the vehicle 200 to the vehicle 100. In addition, below, the vehicle 100 in which the power failure occurred may be called "the power failure vehicle 100." Moreover, the vehicle 200 which supplies electric power to the undervoltage vehicle 100 may be called "the rescue vehicle 200."

  FIG. 4 is a diagram showing how power is supplied from rescue vehicle 200 to power missing vehicle 100. Referring to FIG. 4, the inlet 155 of the power shortage vehicle 100 and the inlet 255 of the rescue vehicle 200 are connected through the power cable 400.

  Then, power is supplied from power storage device 210 of rescue vehicle 200 to power storage device 110 of underutilized vehicle 100 through power cable 400. Thus, power storage device 210 of rescue vehicle 200 is discharged, and power storage device 110 of power shortage vehicle 100 is charged.

  However, when the storage amount (SOC) of the storage device 210 of the rescue vehicle 200 is lowered, it is not possible to supply a sufficient amount of power from the storage device 210 of the rescue vehicle 200 to the storage device 110 of the power failure vehicle 100. For example, there is a possibility that the rescue vehicle 200 can not supply the amount of power that can be traveled to the nearest charging station.

  Therefore, in the first embodiment, when vehicle 200 receives a request for feeding electric power missing vehicle 100, vehicle 200 (rescue vehicle 200) arrives at the location of power missing vehicle 100 and goes to power missing vehicle 100. Before supplying power, the SOC of the power storage device 210 is increased in advance.

  Specifically, each vehicle 200 that can be a rescue vehicle has a CD (Charge Depleting) mode that actively consumes the SOC of power storage device 210 and a CS (Charge Sustaining) mode that controls the SOC of power storage device 210 within a predetermined range. It is possible to drive by selecting one of the following: and the CI (Charge Increasing) mode in which the SOC of the power storage device 210 is increased. Then, in the rescue vehicle 200 that has received the power supply request to the undercut vehicle 100, the CI mode is selected, and the electricity storage device 210 is selected before reaching the location of the undercut vehicle 100 and power feeding to the undercut vehicle 100 is performed. SOC is increased in advance. Thus, it is possible to suppress a situation where the storage device 210 of the rescue vehicle 200 can not supply a sufficient amount of power from the storage device 210 of the rescue vehicle 200 after the rescue vehicle 200 arrives at the location of the storage battery 100.

  FIG. 5 is a diagram for explaining the CD mode, the CS mode, and the CI mode. Referring to FIG. 5, for example, after power storage device 210 is charged to a fully charged state by a power supply external to vehicle 200, it is assumed that traveling is started in the CD mode (time t0).

  The CD mode is a mode in which the SOC of power storage device 210 is actively consumed. Basically, the power stored in power storage device 210 (mainly, the electrical energy supplied from the power supply outside the vehicle) is consumed. Ru. When traveling in the CD mode, operation of the engine 230 (FIG. 3) for maintaining the SOC is not performed. As a result, although the SOC may temporarily increase due to the regenerated electric power recovered when the vehicle 200 decelerates or the like and the electric power generated due to the operation of the engine 230, as a result, the ratio of discharge rather than charging is increased. As a whole, the SOC decreases as the travel distance increases.

  The CS mode is a mode in which the SOC of power storage device 210 is controlled within a predetermined range. As one example, when the SOC decreases to S0 at time t1, the CS mode is selected, and the SOC thereafter is maintained in a predetermined range. Specifically, when the SOC decreases, engine 230 operates to charge power storage device 210, and when the SOC increases, engine 230 stops. In the CS mode, the engine 230 operates to maintain the SOC within a predetermined range.

  The CI mode is a mode in which the SOC of power storage device 210 is increased. For example, when the CI mode is selected at time t2, charge control using engine 230 and motor generator 234 is executed, and the SOC of power storage device 210 rises. When the amount of regenerative power from motor generator 236 during traveling is large, the operation of engine 230 and motor generator 234 is not essential. The CI mode is a mode in which the SOC of the power storage device 210 is increased compared to the current state, and is different from the CS mode in which the SOC is in a predetermined range.

  Although not particularly illustrated, a switch operable by the driver may be provided to switch between the CD mode, the CS mode, and the CI mode according to the driver's intention.

  FIG. 6 is a sequence diagram showing exchange of information between each element (power missing vehicle 100, rescue vehicle 200, server 300) of vehicle rescue system 10 according to the first embodiment. Although only one vehicle 200 is shown in FIG. 6 in order to facilitate understanding, a plurality of vehicles 200 that can be candidates for the rescue vehicle 200 actually exist.

  Referring to FIG. 6, in vehicle 100, when the SOC of power storage device 110 is less than a predetermined value and a power shortage occurs (hereinafter "power missing vehicle 100"), power missing vehicle 100 requests power supply from vehicle 200. To the server 300. In addition, the missing electric vehicle 100 transmits, to the server 300, information indicating the current position of the vehicle, together with a request for rescue. Vehicle 200 periodically transmits information indicating the current position of the vehicle to server 300.

  When the server 300 receives a rescue request from the undervoltage vehicle 100, the server 300 selects a vehicle 200 that moves from the plurality of vehicles 200 to the source of the undervoltage vehicle 100 and feeds power to the undervoltage vehicle 100. As an example, server 300 selects vehicle 200 (vehicle 200 with the shortest travel distance to missing vehicle 100) located closest to the missing vehicle 100 as a rescue vehicle.

  Then, the server 300 transmits a rescue request (power supply request to the missing electric vehicle 100) to the selected vehicle 200. In addition, the server 300 transmits position information of the missing electric vehicle 100 to the selected vehicle 200 together with the rescue request.

  In the vehicle 200 that has received the rescue request (power supply request) from the server 300, selection as to whether to rescue the missing electric vehicle 100 is made.

  FIG. 7 is a diagram showing a display example on the navigation device 262 of the vehicle 200 that has received the rescue request. Referring to FIG. 7, the navigation device 262 shows map information around the vehicle 200. The pointer 270 indicates the current position of the vehicle 200. The pointer 272 indicates the position of the electric vehicle 100. In the message 274, the distance to the undervoltage vehicle 100 and the rescue availability selection button (Yes / No) are indicated, and the user can select whether the underutility vehicle 100 is rescueable or not.

  Referring to FIG. 6 again, in vehicle 200 having received the rescue request from server 300, when the rescue disabled state of electric short-circuited vehicle 100 is selected (NO in step ST), vehicle 200 notifies server 300 to that effect. Do. When the server 300 receives, from the vehicle 200, a notification that the electric vehicle 100 can not be rescued, the server 300 moves to the source of the electric vehicle 100 and selects the next candidate of the vehicle 200 to be supplied with power to the electric vehicle 100. . For example, the server 300 selects the vehicle 200 located next to the missing electric vehicle 100 as a rescue vehicle.

  In addition, although not shown in particular, when there is no vehicle 200 which can rescue the missing vehicle 100 around the undervoltage vehicle 100, the server 300 transmits a rescue request to, for example, JAF (registered trademark) or a store. You may do it.

  In the vehicle 200 that has received the rescue request from the server 300, when the rescue enablement of the power missing vehicle 100 is selected (YES in step ST), the vehicle 200 (hereinafter "rescue vehicle 200") can rescue the power missing vehicle 100. And transmits to the server 300 a confirmation signal indicating that the When the server 300 receives the confirmation signal from the rescue vehicle 200, the server 300 transmits a rescue notification by the rescue vehicle 200 to the batteryless vehicle 100.

  Then, based on the position information of the missing electric vehicle 100, the rescue vehicle 200 starts the movement of the missing electric vehicle 100 to the location, and executes the SOC control of the power storage device 210. Specifically, in the rescue vehicle 200, the CI mode for increasing the SOC of the power storage device 210 is selected, and before the rescue vehicle 200 arrives at the location of the power shortage vehicle 100 and power is supplied to the power shortage vehicle 100, The SOC of power storage device 210 is increased in advance.

  When it is determined that the SOC necessary for the power supply to the power shortage vehicle 100 is secured, the CS mode in which the SOC of the power storage device 210 is maintained may be selected. The processing of this SOC control will be described later.

  When the rescue vehicle 200 arrives at the missing vehicle 100, the rescue vehicle 200 selects the power feeding mode. The power feeding mode is a mode in which the power stored in power storage device 210 is supplied from the inlet 255 (FIG. 3) to the outside of the vehicle. Then, the rescue vehicle 200 performs the power feeding to the power failure vehicle 100 through the power cable 400 connected between the power failure vehicle 100 and the rescue vehicle 200. On the other hand, the power shortage vehicle 100 executes power reception from the rescue vehicle 200 (charging of the power storage device 110 mounted on the power shortage vehicle 100) through the power cable 400.

  FIG. 8 is a flow chart for explaining the processing procedure of the SOC control shown in FIG. A series of processes shown in this flowchart are executed until the rescue vehicle 200 arrives at the missing electric vehicle 100.

  Referring to FIG. 8, vehicle ECU 260 of rescue vehicle 200 determines whether the SOC of power storage device 210 is higher than a predetermined value (step S10). This predetermined value is a value indicating whether or not the rescue vehicle 200 can supply a sufficient amount of power (for example, the amount of power that the power shortage vehicle 100 can travel to the nearest charging station) to the power shortage vehicle 100. It is set to a large value.

  If it is determined in step S10 that the SOC of power storage device 210 is higher than a predetermined value (YES in step S10), vehicle ECU 260 selects the CS mode (step S20). That is, the SOC of the power storage device 210 is maintained at the current level until the rescue vehicle 200 arrives at the undervoltage vehicle 100.

  On the other hand, when it is determined in step S10 that the SOC of power storage device 210 is less than or equal to the predetermined value (NO in step S10), vehicle ECU 260 selects the CI mode (step S30). Thereby, the SOC of power storage device 210 rises to at least the level of the predetermined value.

  In the above description, when the SOC of power storage device 210 is higher than a predetermined value, it is assumed that the CS mode is selected as the SOC required for power supply to electric short drive vehicle 100 is secured. The CI mode may be selected regardless of the SOC of power storage device 210. However, when power storage device 210 is in the high SOC state, a further increase in SOC is burdened on power storage device 210, and therefore the CS mode is selected early, or, for example, the CD mode is selected until the SOC falls to the above predetermined value. It is preferable to do so.

  As described above, in the first embodiment, the SOC (storage amount) of power storage device 210 of rescue vehicle 200 is increased in advance before power is supplied from rescue vehicle 200 to electric vehicle 100. Is done. Therefore, according to the first embodiment, it is possible to suppress a situation in which a sufficient amount of power can not be supplied from rescue vehicle 200 to power shortage vehicle 100.

Second Embodiment
In the second embodiment, the amount of electric power required for the power missing vehicle 100 to move to a nearby (e.g., nearest) charging station is calculated. Then, the SOC of the power storage device 210 is increased in order to secure the necessary amount of electric power in advance before the required electric energy is transmitted to the rescue vehicle 200 and power feeding to the electric vehicle 100 is performed in the rescue vehicle 200. The CI mode is selected.

  The overall configuration of the vehicle rescue system according to the second embodiment is the same as the vehicle rescue system 10 according to the first embodiment shown in FIG.

  FIG. 9 is a sequence diagram showing exchange of information between the elements (power missing vehicle 100, rescue vehicle 200, server 300) of the vehicle rescue system 10 according to the second embodiment. Note that FIG. 9 corresponds to FIG. 6 described in the first embodiment, and in the following, portions different from the sequence in the first embodiment will be mainly described. Although only one vehicle 200 is shown in FIG. 9 for ease of understanding, there are actually a plurality of vehicles 200 that can be candidates for the rescue vehicle 200.

  Referring to FIG. 9, when a power failure occurs in vehicle 100 (hereinafter referred to as "power missing vehicle 100"), power required for power missing vehicle 100 to move to a charging station around (for example, the nearest) current position. A required power amount Er indicating the amount is calculated. For example, the required power amount Er can be calculated based on the electricity cost data of the underutilized vehicle 100 and the distance to the charging station. Then, the missing electric vehicle 100 transmits, to the server 300, information indicating the current position of the vehicle and the above-mentioned required power Er together with a rescue request for requesting power supply from the vehicle 200.

  In addition, when a rescue vehicle is selected in server 300, server 300 requests the rescue request (power supply request to power missing vehicle 100), the position information of power missing vehicle 100, and the required power amount received from power missing vehicle 100. Send Er to the selected vehicle 200.

  Then, in the vehicle 200 that has received the rescue request from the server 300, when the rescue enablement of the power missing vehicle 100 is selected (YES in step ST), the vehicle 200 (hereinafter "rescue vehicle 200") Based on the position information, movement of the power missing vehicle 100 to a place is started, and SOC control of the power storage device 210 is executed.

  FIG. 10 is a flow chart for explaining the processing procedure of the SOC control shown in FIG. A series of processes shown in this flowchart are executed until the rescue vehicle 200 arrives at the missing electric vehicle 100.

  Referring to FIG. 10, vehicle ECU 260 of rescue vehicle 200 determines whether or not required electric energy Er of power shortage vehicle 100 is stored in power storage device 210 (step S110). If it is determined that required power Er is stored in power storage device 210 (YES in step S110), vehicle ECU 260 selects the CS mode (step S120). As a result, the SOC of power storage device 210 is maintained at the current level until rescue vehicle 200 arrives at missing electric vehicle 100.

  On the other hand, when it is determined in step S110 that the required power Er is not stored in power storage device 210 (NO in step S110), vehicle ECU 260 selects the CI mode (step S130). Thus, the SOC of power storage device 210 is increased until the storage amount of power storage device 210 reaches required electric energy Er.

  Referring back to FIG. 9, when the rescue vehicle 200 arrives at the missing electric vehicle 100, the power feeding mode is selected in the rescue vehicle 200. Then, the rescue vehicle 200 performs the power feeding to the power failure vehicle 100 through the power cable 400 connected between the power failure vehicle 100 and the rescue vehicle 200. On the other hand, the power shortage vehicle 100 executes power reception from the rescue vehicle 200 (charging of the power storage device 110 mounted on the power shortage vehicle 100) through the power cable 400. In this case, since the required energy Er is stored in the storage device 210 of the rescue vehicle 200, the required energy Er can be supplied from the storage device 210 of the rescue vehicle 200 to the storage device 110 of the power shortage vehicle 100. .

  As described above, in the second embodiment, the required energy Er of the power missing vehicle 100 is secured in advance in the power storage device 210 of the rescue vehicle 200 before power feeding from the rescue vehicle 200 to the power missing vehicle 100 is performed. Be done. Therefore, according to the second embodiment, it is possible to suppress a situation in which a sufficient amount of power (the amount of power required for electric powered vehicle 100 to move to a nearby charging station) can not be supplied from rescue vehicle 200 to electric powered vehicle 100. can do.

  In the above, motor generator 234 of vehicle 200 corresponds to an example of “generator” in the present disclosure, and bidirectional power conversion device 250 and inlet 255 of vehicle 200 are components of “power feeding device” in the present disclosure. Form an example.

  It should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

  DESCRIPTION OF SYMBOLS 10 Vehicle rescue system, 100 vehicles (powerless vehicle), 110, 210 Power storage device, 120, 220 PCU, 130, 234, 236 Motor generator, 135, 238 Power transmission gear, 140, 240 Drive wheel, 150 Charging device, 155 , 255 inlet, 160, 260 vehicle ECU, 162, 262 navigation device, 164, 264 communication module, 200 vehicle (rescue vehicle), 230 engine, 232 power split device, 250 bidirectional power converter, 300 server, 400 power cable , 500 communication networks, 510 base stations, SMR1, SMR2 system main relays, RY1, RY2 charging relays.

Claims (1)

With the engine,
A generator that generates electricity using the power of the engine;
A power storage device for storing power generated by the generator;
A power feeding device configured to be able to supply the power stored in the power storage device to a power storage device of another vehicle;
A control device configured to execute control to increase the storage amount of the power storage device in advance before power feeding to the other vehicle is performed by the power feeding device when receiving the power feeding request to the other vehicle. And hybrid vehicles.

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