JP2020079037A - vehicle - Google Patents

Abstract

To satisfy a demand for electric power from all of a plurality of connected vehicles in a state where the plurality of vehicle are connected to each other, while suppressing wasteful fuel consumption.SOLUTION: A vehicle is configured to be electrically and physically connectable to the other vehicle. The vehicle and the other vehicle comprise rotary electrical machines, ancillary devices, communication devices and control devices, respectively. The vehicle and the other vehicle have, as control modes during stoppage of the vehicles, my room power generation modes respectively in which travelling is forbidden and the ancillary devices are allowed to be actuated by electric power generated by the rotary electrical machines using power of the engines. A control device of the vehicle, when electric power generation is requested in a state where the own vehicle in the my room power generation mode is electrically connected to the other vehicle in the my room power generation mode, selects at least one engine that is actuated for securing electric power satisfying a demand for electric power from the vehicles, out of the engine of the own vehicle and the engine of the other vehicle.SELECTED DRAWING: Figure 4

Description

  The present disclosure relates to a vehicle configured to allow at least one of electrical connection and physical connection with another vehicle.

  Japanese Patent Laying-Open No. 10-305751 (Patent Document 1) discloses that a trailer house main body is formed by assembling a prefabricated house around a vehicle of a moving trailer. According to this trailer house, it is possible to appropriately move the vehicle to an arbitrary place and secure a large house-like space at that place.

JP, 10-305751, A

  However, in the trailer house disclosed in Patent Document 1, in order to secure a wide space around the vehicle, larger parts than the vehicle, which is an assembled house, are required.

  Among vehicles that include an engine and a rotating electric machine that is configured to be capable of generating power using the power of the engine, the electric power generated by the rotating electric machine using the power of the engine is set as a control mode while the vehicle is stopped while the vehicle is prohibited from traveling. Some have a "my room power generation mode" that allows the auxiliary equipment to operate. By physically and electrically connecting the interiors of multiple vehicles that have a My Room power generation mode, you can create a large space that connects the interiors of each vehicle to your own room without preparing large parts such as an assembled house. Can be used like.

  However, when a plurality of vehicles in the My Room power generation mode are connected to each other and each vehicle operates the engine separately for power generation, the generated power is reduced with respect to the total power demand of the plurality of connected vehicles. There is a concern that excess fuel will be wasted on engine fuel.

  The present disclosure has been made to solve the above-described problems, and an object thereof is to connect a plurality of vehicles each including an engine and a rotating electric machine configured to be capable of generating electric power using the power of the engine. In this state, it is to satisfy the electric power demands of the plurality of connected vehicles as a whole while suppressing wasteful fuel consumption.

  The vehicle according to the present disclosure is configured to be capable of at least one of electrical connection and physical connection with at least one other vehicle. Each of the vehicle and the other vehicle includes an engine, a rotating electric machine configured to be capable of generating electric power by using the power of the engine, an auxiliary device, a communication device, and a control device. Each of the vehicle and the other vehicle has a my room power generation mode as a control mode while the vehicle is stopped, which prohibits traveling and allows the auxiliary equipment to be operated by electric power generated by the rotating electric machine using the power of the engine. .. The control device for the vehicle is configured so that the vehicle in the my room power generation mode and the other vehicle in the my room power generation mode are at least one of electrically connected and physically connected to each other When a power generation request is made in step 1, a process of selecting at least one engine to be operated to secure the electric power required to operate the auxiliary device in the vehicle and the other vehicle from the engine of the vehicle and the engine of the other vehicle is executed. To do.

  According to the above vehicle, the power generation request is made in a state where at least one of electrical connection and physical connection between the vehicle (own vehicle) in the my room power generation mode and another vehicle in the my room power generation mode is performed. When done, at least one engine that is operated to secure the electric power required to operate the auxiliary device in the vehicle and the other vehicle is selected from the engine of the vehicle and the engine of the other vehicle. As a result, compared with the case where each vehicle operates the engine separately for power generation, wasteful fuel consumption can be suppressed and the electric power demands of all the connected vehicles can be satisfied.

  According to the present disclosure, in a state in which a plurality of vehicles each including an engine and a rotary electric machine configured to be capable of generating power using the power of the engine are coupled, a plurality of coupled vehicles are suppressed while suppressing unnecessary fuel consumption. Can meet the power demand of the entire vehicle.

It is a figure which shows typically an example of the whole structure of a vehicle connection system. It is a figure which shows roughly an example of a structure of each vehicle. It is a flow chart which shows an example of a processing procedure performed when a control device sets up my room mode. 6 is a flowchart (part 1) illustrating an example of a processing procedure executed by the control device of the own vehicle as a master device. It is a figure for demonstrating the optimal operating point of an engine. 5 is a flowchart showing an example of a processing procedure when the control device of the own vehicle executes an engine selection process. 7 is a flowchart (part 2) illustrating an example of a processing procedure executed by the control device of the own vehicle as a master device. It is a figure which shows the example which physically connects the opening parts of the back doors of two vehicles using a connecting member.

  Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. It should be noted that the same or corresponding parts in the drawings are designated by the same reference numerals and the description thereof will not be repeated.

  FIG. 1 is a diagram schematically showing an example of the overall configuration of the vehicle coupling system according to the present embodiment. This vehicle connection system includes a plurality of vehicles (3 in the example shown in FIG. 1).

  Each vehicle 1 includes a motor and an engine as a driving force source, and is configured to be able to perform external charging for charging an in-vehicle power storage device with electric power supplied from a power feeding device 2 outside the vehicle via a charging cable 3. It is a so-called plug-in hybrid vehicle (PHV). Each vehicle 1 includes a connector 230 configured to be connectable to the charging cable 3. Each vehicle 1 may be a vehicle configured to be able to receive power from the power feeding device in a non-contact (wireless) manner by magnetic coupling with the power feeding device without using a charging cable.

  In addition, each vehicle 1 is configured to be electrically connectable to each other using the connecting power line 4. The connector 230 of each vehicle 1 is configured to be connectable not only to the charging cable 3 but also to the connection power line 4. FIG. 1 exemplifies a state in which the connectors 230 of each vehicle 1 are electrically connected to each other using the connection power line 4. Each vehicle 1 is configured to be capable of exchanging electric power with another vehicle in a state where the connectors 230 of the respective vehicles 1 are electrically connected to each other using the connection power line 4. In addition, in addition to the connector 230 connectable to the charging cable 3, each vehicle 1 may be provided with a dedicated connector connectable to the connected power line 4.

  In addition, each vehicle 1 is configured to be able to physically connect the vehicle compartments to each other using the connecting member 5. FIG. 1 illustrates a state in which each vehicle 1 includes a slide door 12 and the openings of the slide door 12 of each vehicle 1 are physically connected using a connecting member 5. As a result, it is possible to secure a large indoor space that connects the interiors of the vehicles 1.

  The connecting member 5 is realized by, for example, a tubular hood having a bellows structure that connects the interiors of the vehicles 1 to each other for wind and rain protection. It is desirable that the connecting member 5 be configured to be compactly folded when not in use so that it can be loaded in the luggage compartment of the vehicle 1 or the like.

  FIG. 1 shows three vehicles 1 parked adjacent to each other. Hereinafter, for convenience of description, the vehicle 1 parked on the leftmost side of the three vehicles 1 shown in FIG. 1 is also referred to as “vehicle 1A” or “own vehicle 1A”, and the vehicle 1 parked in the center is referred to as “vehicle 1A”. The vehicle 1B is also referred to as “vehicle 1B” or “other vehicle 1B”, and the vehicle 1 parked on the rightmost side is also referred to as “vehicle 1C” or “other vehicle 1C”.

  FIG. 1 shows a state in which three vehicles 1A to 1C are electrically and physically connected. Specifically, the connector 230 of the vehicle 1A and the connector 230 of the vehicle 1B are electrically connected by the connection power line 4, and the connector 230 of the vehicle 1B and the connector 230 of the vehicle 1C are electrically connected by the other connection power line 4. Is linked to. Further, the right slide door opening of the vehicle 1A and the left slide door opening of the vehicle 1B are physically connected by the connecting member 5, and the right slide door opening of the vehicle 1B and the left slide door opening of the vehicle 1C are connected. It is physically connected by another connecting member 5.

<Structure of each vehicle>
FIG. 2 is a diagram schematically showing an example of the configuration of each vehicle 1. Each vehicle 1 includes a power storage device 10, a monitoring unit 15, a system main relay (hereinafter also referred to as "SMR: System Main Relay") 20, and a power control unit (hereinafter also referred to as "PCU (Power Control Unit)"). 30, motor generators (rotary electric machines) 41 and 42, engine (internal combustion engine) 50, power split device 60, drive shaft 70, drive wheels 80, communication device 91, HMI (Human Machine Interface) device 92, an accelerator pedal sensor 94, a shift lever 95, a shift position sensor 96, and a control device 100. Furthermore, vehicle 1 includes main DC/DC converter 110, auxiliary battery 120, low-voltage auxiliary load 130, high-voltage auxiliary load 140, charging relay 210, power conversion device 220, connector 230, and sub-device. And a DC/DC converter 240.

  Power storage device 10 is connected to high voltage lines PL1 and NL1 that connect SMR 20 and charging relay 210. Power storage device 10 is configured to include a plurality of stacked batteries. The battery is, for example, a secondary battery such as a nickel hydrogen battery or a lithium ion battery. The power storage device 10 may be a large-capacity capacitor.

  Monitoring unit 15 monitors the state (voltage, current, temperature, etc.) of power storage device 10 and outputs the result to control device 100.

  PCU 30 performs electric power conversion between power storage device 10 and motor generators 41, 42 in accordance with a control signal from control device 100, so that motor generators 41, 42 can be controlled separately.

  Each of motor generators 41 and 42 is an AC rotating electric machine, for example, a three-phase AC rotating electric machine in which a permanent magnet is embedded in a rotor (not shown). Motor generator 41 is connected to the crankshaft of engine 50 via power split device 60. Motor generator 41 uses the electric power of power storage device 10 to rotate the crankshaft of engine 50 when starting engine 50. Further, the motor generator 41 can also generate power by using the power of the engine 50 while the vehicle 1 is traveling and is stopped.

  Motor generator 42 rotates drive shaft 70 using at least one of the electric power from power storage device 10 and the electric power generated by motor generator 41. The motor generator 42 can also generate electric power by regenerative braking when braking or when reducing acceleration.

  The engine 50 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. The engine 50 is controlled by a control signal from the control device 100.

  The power split device 60 is, for example, a planetary gear mechanism having three rotating shafts of a sun gear, a carrier, and a ring gear, and the power generated by the engine 50 is transmitted to the drive wheels 80 and the motor generator 41. And the power transmitted to.

  The communication device 91 is configured to be capable of wireless communication with another vehicle 1. The communication device 91 is connected to the control device 100 via a communication line, and transmits the information transmitted from the control device 100 to another vehicle 1 or transmits the information received from the other vehicle 1 to the control device 100. Or

  The HMI device 92 is a device that provides the user with various information regarding the vehicle 1 and receives the operation of the user. The HMI device 92 includes a display, a speaker and the like provided indoors.

  The accelerator pedal sensor 94 detects an operation amount of an accelerator pedal (not shown) by a user (driver) and outputs the result to the control device 100.

  The shift position sensor 96 detects the position (shift position) of the shift lever 95 operated by the user (driver), and outputs the result to the control device 100. The control device 100 selects a range corresponding to the shift position from a plurality of shift ranges including a forward range, a reverse range, a neutral range, a parking range, etc., and sets the selected range as the shift range of the vehicle 1. .. In the parking range, the rotations of the drive shaft 70 and the drive wheels 80 are physically fixed (locked).

  Auxiliary battery 120 is connected to low voltage line EL, and stores electric power for operating low voltage auxiliary load 130 mounted on vehicle 1. Auxiliary battery 120 is configured to include, for example, a lead storage battery. The voltage of auxiliary battery 120 is lower than the voltage of power storage device 10, and is, for example, about 12V.

  The low-voltage auxiliary load 130 is connected to the low-voltage line EL and operates with the electric power supplied from the low-voltage line EL. The low-voltage auxiliary load 130 is, for example, an electric load such as a lighting device, a wiper device, an audio device, a navigation system, a headlight, and an indoor outlet.

  High-voltage auxiliary load 140 is connected to high voltage lines PL2 and NL2 that connect SMR 20 and PCU 30, and operates with electric power supplied from high voltage lines PL2 and NL2. The high-voltage auxiliary load 140 is, for example, an electric load such as an air conditioner.

  The main DC/DC converter 110 is connected between the high voltage lines PL2, NL2 and the low voltage line EL, reduces the power supplied from the high voltage lines PL2, NL2 and supplies it to the low voltage line EL. The main DC/DC converter 110 is controlled by the control device 100.

  The connector 230 is configured to be connectable to the power feeding device 2 via the charging cable 3. When the charging cable 3 is connected to the connector 230, a signal indicating that the charging cable 3 is connected to the connector 230 is output from the connector 230 to the control device 100.

  The connector 230 is also configured to be connectable to the connection power line 4 for electrically connecting with another vehicle. When the connected power line 4 is connected to the connector 230, a signal indicating that the connected power line 4 is connected to the connector 230 is output from the connector 230 to the control device 100.

  The power conversion device 220 is connected between the connector 230 and the charging relay 210. When the charging cable 3 is connected to the connector 230, the power conversion device 220 converts the AC power supplied from the power feeding device 2 via the charging cable 3 and the connector 230 into DC power in response to a command from the control device 100. And is output to the power storage device 10. The power supplied from the power feeding device 2 to the vehicle 1 may be DC power.

  In addition, when the connected power line 4 is connected to the connector 230, the power conversion device 220 converts the AC power supplied from another vehicle via the connected power line 4 into DC power according to a command from the control device 100. To output to high voltage lines PL1 and NL1 or convert DC power supplied from power storage device 10 or PCU30 via high voltage lines PL1 and NL1 to AC power and output to connected power line 4 (other vehicle). Or

  Charging relay 210 is provided between high voltage lines PL1, NL1 and power conversion device 220. The charging relay 210 is switched between open and closed states according to a control signal from the control device 100.

  The sub DC/DC converter 240 is connected between the power conversion device 220 and the low voltage line EL, reduces the power supplied from the connector 230, and supplies it to the low voltage line EL. The sub DC/DC converter 240 is controlled by the control device 100.

  The control device 100 is configured to include a CPU (Central Processing Unit), a memory, and an input/output port (not shown) through which various signals are input/output. The control device 100 inputs a signal from each sensor and outputs a control signal to each device and controls each device. Note that these controls are not limited to the processing by software, and it is also possible to construct and process by dedicated hardware (electronic circuit).

  The specifications (characteristics) of the components mounted on each vehicle 1 may be the same or different. For example, the specifications of the engine 50 of the vehicle 1A, the specifications of the engine 50 of the vehicle 1B, and the specifications of the engine 50 of the vehicle 1C may be the same or different.

<My room mode>
Each vehicle 1 has a my room mode as a control mode during a stop. Specifically, when the user performs a predetermined operation while the shift range is the parking range, control device 100 sets the control mode of vehicle 1 to the my room mode.

  In the my room mode, control device 100 prohibits the traveling of vehicle 1 and permits the operation of auxiliary devices (low-voltage auxiliary load 130, high-voltage auxiliary load 140, etc.). As a result, the user takes a break in the vehicle 1 while operating the air conditioner, operates the audio device to listen to music, and connects the electric device brought in by the user to an outlet in the vehicle for use. be able to.

  To prevent the vehicle 1 from traveling in the my room mode, for example, the output of the accelerator pedal sensor 94 is fixed to zero regardless of the operation amount of the accelerator pedal, and the shift range is set regardless of the position of the shift lever 95 (shift position). It is realized by fixing to the parking range. Instead of or in addition to fixing the output of the accelerator pedal sensor 94 to zero, the accelerator pedal may be physically fixed at a position where the operation amount is zero. Further, instead of or in addition to fixing the shift range to the parking range, the position (shift position) of the shift lever 95 may be physically fixed to the parking position. As a result, in the my room mode, the motor generator 42 is stopped and the rotation of the drive wheels 80 is restricted (locked). Further, in the my room mode, the engine 50 is not started or the rotation speed of the engine 50 is not changed by the user's operation of the accelerator pedal.

  Vehicle 1 according to the present embodiment has a "my room charging mode" and a "my room power generation mode" as my room modes.

  The my room charging mode can be set in a state where the power feeding device 2 is connected to the connector 230 of the vehicle 1 via the charging cable 3. In the my room charging mode, the control device 100 prohibits the traveling of the vehicle 1 as described above, and executes the external charging with the electric power received by the connector 230 from the power feeding device 2 while the auxiliary device (low voltage auxiliary device) is being performed. Machine load 130, high-voltage auxiliary machine load 140, etc.) is allowed to operate.

  Specifically, control device 100 closes charging relay 210 and activates power conversion device 220 and sub DC/DC converter 240 as necessary during the my room charging mode. As a result, the power storage device 10 is charged with the electric power received by the connector 230 from the power supply device 2, and a part of the electric power received by the connector 230 from the power supply device 2 is transmitted from the sub DC/DC converter 240 via the low voltage line EL. Is supplied to the low-voltage auxiliary load 130.

  When operating high voltage auxiliary load 140 during the my room charging mode, control device 100 further closes SMR 20. As a result, a part of the electric power received by the connector 230 from the power supply device 2 is supplied to the high voltage auxiliary load 140 via the SMR 20 and the high voltage lines PL2, NL2. Further, when the power consumption of low-voltage auxiliary load 130 exceeds the capacity (outputtable power) of sub DC/DC converter 240 during the my room charging mode, control device 100 closes SMR 20 and main DC/DC converter. Activate 110. As a result, the operating power of the low voltage auxiliary load 130 is secured.

  On the other hand, the my room power generation mode can be set in a state where the power feeding device 2 is not connected to the vehicle 1. That is, the above-described my room charging mode can be set only when the power feeding device 2 is connected to the vehicle 1, but the power feeding device 2 is installed in the vehicle 1 such as a parking lot or a campsite where the power feeding device 2 is not installed. There is a need to use the room of the vehicle 1 in the My Room mode even in a place where the vehicle cannot be connected to. In order to meet this need, the vehicle 1 according to the present embodiment is provided with the motor generator 41 that can generate electric power by using the power of the engine 50 while the vehicle 1 is stopped. Therefore, the power supply device 2 is not connected to the vehicle 1. It has a "my room power generation mode" that can be set depending on the state.

  In the my room power generation mode, the control device 100 prohibits the traveling of the vehicle 1 as described above, and uses the power generated by the motor generator 41 using the power of the engine 50 to drive the auxiliary device (low-voltage auxiliary load). 130, high-voltage auxiliary load 140, etc.).

  Specifically, the control device 100 closes the SMR 20 and operates the main DC/DC converter 110 as necessary during the my room power generation mode. As a result, the electric power stored in power storage device 10 is supplied to high-voltage auxiliary load 140 as well as to low-voltage auxiliary load 130 from main DC/DC converter 110 via low-voltage line EL.

  In the my room power generation mode, the control device 100 controls the motor generator 41 using the power of the engine 50, for example, based on the power required to operate the auxiliary device (low-voltage auxiliary load 130, high-voltage auxiliary load 140, etc.). It is determined whether or not to generate power (hereinafter also referred to as “engine power generation”). In the my room power generation mode, when the power required to operate the auxiliary device is less than the threshold value, control device 100 determines that there is no power generation request and does not perform the above-described engine power generation. Therefore, the engine 50, the PCU 30, and the motor generator 41 are all stopped.

  On the other hand, in the my room power generation mode, when the power required to operate the auxiliary device exceeds the threshold value, control device 100 determines that there is a power generation request, and performs the engine power generation described above. That is, the control device 100 operates the engine 50 to generate engine power, and controls the engine 50, the PCU 30, and the motor generator 41 so that the electric power obtained by the engine power generation is supplied to the high voltage lines PL2, NL2. .. As a result, the electric power obtained by the engine power generation is supplied to the high-voltage auxiliary load 140 via the high-voltage lines PL2, NL2, the high-voltage lines PL2, NL2, the main DC/DC converter 110, the low-voltage line EL. Is supplied to the low-voltage auxiliary load 130 via. As a result, operating power for the low-voltage auxiliary load 130 and the high-voltage auxiliary load 140 is secured.

  Further, the electric power obtained by the engine power generation is supplied to power storage device 10 through high voltage lines PL2, NL2 and SMR20, and power storage device 10 is charged. Further, by closing the charging relay 210 and operating the power converter 220, a part of the electric power generated by the engine power generation can be output to the connector 230.

  FIG. 3 is a flowchart showing an example of a processing procedure executed when the control device 100 sets the my room mode. This flowchart is repeatedly executed every time a predetermined condition is satisfied (for example, every predetermined cycle).

  The control device 100 determines whether the vehicle 1 is stopped in the parking range (step S01). When vehicle 1 is not stopped in the parking range (NO in step S01), control device 100 skips the subsequent processing and shifts the processing to return.

  When vehicle 1 is stopped in the parking range (YES in step S01), control device 100 determines whether power feeding device 2 is connected to connector 230 of vehicle 1 (step S02).

  When power supply device 2 is connected to connector 230 of vehicle 1 (YES in step S02), control device 100 determines whether or not there is a my room request (step S03). For example, when the current control mode is not the my room charging mode, control device 100 determines that there is a my room request when the user performs an operation requesting the my room for HMI device 92. Further, for example, when the current control mode is already the my room charging mode, control device 100 determines that there is a my room request unless the user performs an operation to cancel the my room charging mode.

  When there is no my room request (NO in step S03), control device 100 skips the subsequent processing and shifts the processing to return.

  If there is a my room request (YES in step S03), control device 100 sets the control mode to the above-mentioned my room charging mode (step S04). Since the control in the my room charging mode is as described above, detailed description thereof will not be repeated here.

  On the other hand, when power supply device 2 is not connected to connector 230 of vehicle 1 (NO in step S02), control device 100 determines whether or not there is a my room request (step S05). For example, in the case where the current control mode is not the my room power generation mode, control device 100 determines that there is a my room request when the user performs an operation requesting the my room for HMI device 92. Further, for example, when the current control mode is already the my room power generation mode, the control device 100 determines that there is a my room request unless the user performs an operation to cancel the my room power generation mode.

  When there is no my room request (NO in step S05), control device 100 skips the subsequent processing and shifts the processing to return.

  When there is a my room request (YES in step S05), control device 100 sets the control mode to the above-mentioned my room power generation mode (step S06). Since the control in the my room power generation mode is as described above, detailed description thereof will not be repeated here.

<Vehicle connection in My Room power generation mode>
As described above, vehicle 1 according to the present embodiment prohibits traveling of vehicle 1 as a control mode while the vehicle is stopped, and operates engine 50 to operate an auxiliary device with electric power obtained by engine power generation. It has a my room power generation mode that allows to do so. Further, the vehicle 1 according to the present embodiment is configured to be capable of being physically and electrically connected to another vehicle as shown in FIG. Therefore, the user installs the power supply device 2 by physically and electrically connecting the plurality of vehicles 1 after setting the control mode of the plurality of vehicles 1 adjacent to each other to the my room power generation mode. Even in a place where the vehicle 1 is not open (such as a campsite), it is possible to use the large space connecting the interiors of the vehicles 1 as if it were their own room.

  In the state where the vehicle 1 in the my room power generation mode is not connected to another vehicle, when the vehicle 1 has a power generation request, the engine 50 of the vehicle 1 is operated for engine power generation.

  However, in the state where the plurality of vehicles 1 in the my room power generation mode are electrically connected to each other, if each vehicle 1 separately performs engine power generation according to the needs of each vehicle 1, the plurality of connected vehicles 1 1 There is a concern that the generated power will be excessive with respect to the overall power demand (power consumption of the auxiliary device), and the fuel of the engine will be consumed wastefully.

  Therefore, control device 100 for vehicle 1 according to the present embodiment is capable of controlling the own vehicle and the other vehicle in a state where the own vehicle in the my room power generation mode and the other vehicle in the my room power generation mode are electrically connected. When a power generation request is made in any one of them, at least one engine 50 to be operated in order to secure the electric power that satisfies the entire electric power demand is selected from the engine 50 of the own vehicle and the engine 50 of the other vehicle.

  In the following, in the state where the own vehicle 1A in the my room power generation mode and the other vehicles 1B and 1C in the my room power generation mode are electrically connected (see FIG. 1), the control device 100 of the own vehicle 1A is the master unit. Thus, an example of determining whether or not there is a power generation request in each of the vehicles 1A to 1C and selecting the engine 50 that performs engine power generation will be described.

  FIG. 4 shows a state where the own vehicle 1A and the other vehicles 1B and 1C are at least electrically connected (physically and electrically connected, or electrically connected without being physically connected). Is a flowchart showing an example of a processing procedure executed by the control device 100 of the own vehicle 1</b>A as a master device in a state (state).

  The control device 100 of the own vehicle 1A determines whether the own vehicle 1A is in the my room power generation mode (step S10).

  When the own vehicle 1A is not in the my room power generation mode (NO in step S10), the control device 100 of the own vehicle 1A skips the subsequent processing and shifts the processing to the return.

  When the host vehicle 1A is in the my room power generation mode (YES in step S10), the control device 100 of the host vehicle 1A determines that the other vehicles 1B and 1C electrically connected to the host vehicle 1A are in the my room power generation mode. It is determined whether or not (step S12). For example, when a user operation indicating that the other vehicles 1B and 1C are in the my room power generation mode is input to the HMI device 92 of the own vehicle 1A, or that the other vehicles 1B and 1C are in the my room power generation mode. When receiving the information indicating from the other vehicles 1B and 1C, the control device 100 of the own vehicle 1A determines that the other vehicles 1B and 1C are in the my room power generation mode.

  When the other vehicles 1B and 1C are not in the my room power generation mode (NO in step S12), the control device 100 of the own vehicle 1A skips the subsequent processing and shifts the processing to return.

  When the other vehicles 1B and 1C are in the my room power generation mode (YES in step S12), the control device 100 of the own vehicle 1A has a power generation request by the operation of the auxiliary device in the own vehicle 1A or the other vehicles 1B and 1C. It is determined whether or not (step S14). For example, when the power consumption of the auxiliary device of the own vehicle 1A exceeds the threshold value, or when the information indicating that the power consumption of the auxiliary device of the other vehicle 1B exceeds the threshold value is received from the other vehicle 1B, or other When the information indicating that the power consumption of the auxiliary device of the vehicle 1C exceeds the threshold value is received from the other vehicle 1C, the control device 100 of the own vehicle 1A controls the auxiliary device of the own vehicle 1A or the other vehicles 1B, 1C. It is determined that there is a power generation request due to operation.

  When there is no power generation request by the operation of the auxiliary device in the own vehicle 1A or the other vehicles 1B and 1C (NO in step S14), the control device 100 of the own vehicle 1A skips the subsequent processing and shifts the processing to return. ..

When there is a power generation request by the operation of the auxiliary device in the own vehicle 1A or the other vehicles 1B and 1C (YES in step S14), the control device 100 of the own vehicle 1A controls the auxiliary device of the own vehicle 1A (low-voltage auxiliary load 130). , The own vehicle power consumption E _A, which is the total power consumption of the high-voltage auxiliary load 140, etc. (step S20).

Next, the control device 100 of the own vehicle 1A reads "the own vehicle optimum generated power P _A "from the memory (step S30). “Own vehicle optimum generated power P _A ”is electric power that can be generated by the motor generator 41 of the own vehicle 1A when the engine 50 of the own vehicle 1A is driven at the optimum operating point.

  FIG. 5 is a diagram for explaining the optimum operating point of the engine. In FIG. 5, the horizontal axis represents the engine rotation speed and the vertical axis represents the engine torque. Therefore, FIG. 5 shows an operating state of the engine 50 (hereinafter referred to as “engine operating point”) that is determined by the engine speed and the engine torque.

  The “equal fuel consumption rate line” shown in FIG. 5 is a line connecting engine operating points having the same engine fuel consumption rate. The smaller the area of the ellipse is, the more efficient the fuel consumption rate curve is, the better the thermal efficiency of the engine is, and the smaller the engine fuel consumption rate is. Therefore, the region surrounded by the innermost elliptical iso fuel consumption rate line is the region where the engine fuel consumption rate is the smallest.

  The "optimal operating line" shown in FIG. 5 is a line connecting the engine operating points at which the engine fuel consumption rate is minimum with respect to each engine rotation speed.

  Since the engine power is determined by the product of the engine rotation speed and the engine torque, the engine power can be represented by an inverse proportional curve in FIG. When the engine power at which the thermal efficiency of the engine 50 has the optimum value is “reference power P0”, the intersection of the inverse proportional curve showing the reference power P0 and the optimum operation line is the optimum operation point T0 at which the engine fuel consumption rate is minimum. .

  The optimum operating point T0 is determined by the specifications of the engine 50 of each vehicle 1. Therefore, if the specifications of the engine 50 of each vehicle 1 are different, the optimum generated power of each vehicle 1 may be different. Even if the specifications of the engine 50 of each vehicle 1 are the same, if the specifications of the motor generator 41 of the engine 50 of each vehicle 1 are different, the optimum generated electric power of each vehicle 1 may be different. The optimum generated power of each vehicle 1 is stored in advance in the memory of the control device 100 of each vehicle 1.

Returning to FIG. 4, the control device 100 of the own vehicle 1A uses the “other vehicle power consumption E _B ”, the “other vehicle power consumption E _C ”, the “other vehicle optimum generated power P _B ”, and the “other vehicle optimum generated power P _B ”. " _PC " is received from the other vehicles 1B and 1C (step S40). “Other vehicle power consumption E _B ”is the total power consumption of the auxiliary devices of the other vehicle 1B. “Other vehicle power consumption E _C ”is the total power consumption of the auxiliary devices of the other vehicle 1C. The “other vehicle optimum generated power P _B ”is the optimum generated power of the other vehicle 1B (power that can be generated by the motor generator 41 of the other vehicle 1B when the engine 50 of the other vehicle 1B is operated at the optimum operating point). The "other vehicle optimum generated power P _C " is the optimum generated power of the other vehicle 1C (power that can be generated by the motor generator 41 of the other vehicle 1C when the engine 50 of the other vehicle 1C is operated at the optimum operating point).

Next, the control device 100 of the vehicle 1A is the other vehicle 1B, the other vehicle power _E B received from the 1C, _{E C} and another vehicle optimal generated power _P B, and _{P C,} vehicle consumption calculated in the vehicle 1A Based on the electric power E _A and the own-vehicle optimum generated power P _A read from the memory of the own-vehicle 1A, at least an operation for securing electric power that satisfies the overall electric power demand of the own-vehicle 1A and the other vehicles 1B and 1C is performed. An engine selection process of selecting one engine 50 from the engine 50 of the own vehicle 1A and the engines 50 of the other vehicles 1B and 1C is executed (step S50).

  FIG. 6 is a flowchart showing an example of a processing procedure when the control device 100 of the own vehicle 1A executes the engine selection processing (step S50 in FIG. 4).

The control device 100 of the own vehicle 1A calculates the total of the power consumptions E _A , E _B , and E _C of the three connected vehicles (=E _A +E _B +E _C ) as the total power consumption E _ALL (step S51). In the present embodiment, this total power consumption E _ALL corresponds to the total power demand of own vehicle 1A and other vehicles 1B, 1C.

Next, the control device 100 of the vehicle 1A is linked three optimal generated power _{P A,} P B, with respect to _{P C,} performs ranking to larger from smaller (step S52).

In the following, among the three optimum generated powers P _A, P _B , and P _C , the other vehicle optimum generated power P _C is the smallest, the other vehicle optimum generated power P _B is the second, and the own vehicle optimum generated power P _{A case} where _A is ranked as the largest will be described as an example.

Controller 100 of the vehicle 1A determines whether or not the sum power consumption _{E ALL} is smaller than the smallest another vehicle optimal generated power _{P C} (step S60). If small total power consumption _{E ALL} than other vehicles optimally generated power _{P C} (YES in step S60), the control device 100 of the vehicle 1A, the other vehicle 1C of the engine 50 corresponding to the other vehicle optimally generated power _{P C} ( No. 1) is selected, the engine 50 of the selected other vehicle 1C is operated, and a process for performing engine power generation is executed (step S61). Specifically, the control device 100 of the own vehicle 1A transmits a command signal for operating the engine 50 of the other vehicle 1C at the optimum operating point to generate engine power generation to the other vehicle 1C and the other vehicle 1B and the own vehicle 1C. Car 1A does not generate engine power.

Is larger total consumption power _{E ALL} than other vehicles optimally generated power _{P C} (NO in step S60), the control device 100 of the vehicle 1A is smaller than the optimal generated power _{P B} in the following other vehicles optimal generated power _{P C} Also determines whether the total power consumption E _ALL is small (step S62). When the total power consumption E _ALL is smaller than the other-vehicle optimum generated power P _B (YES in step S62), the control device 100 of the own vehicle 1A controls the engine 50 of the other vehicle 1B corresponding to the other-vehicle optimum generated power P _B ( No. 1) is selected, the engine 50 of the selected other vehicle 1B is operated, and the process for generating the engine is executed (step S63). Specifically, the control device 100 of the own vehicle 1A transmits a command signal for operating the engine 50 of the other vehicle 1B at the optimum operating point to generate engine power to the other vehicle 1B, and the other vehicle 1C and the own vehicle 1C. Car 1A does not generate engine power.

When the total power consumption E _ALL is larger than the other-vehicle optimum generated power P _B (NO in step S62), the control device 100 of the own vehicle 1A has the total power consumption E _ALL smaller than the largest own-vehicle optimum generated power P _A. It is determined whether it is smaller (step S64). When total power consumption E _ALL is smaller than own-vehicle optimum generated power P _A (YES in step S64), control device 100 of own-vehicle 1A controls engine 50 of own-vehicle 1A corresponding to own-vehicle optimum generated power P _A ( No. 1) is selected, the engine 50 of the selected own vehicle 1A is operated, and a process for engine power generation is executed (step S65). Specifically, the control device 100 of the host vehicle 1A operates the engine 50 of the host vehicle 1A at the optimum operating point to generate engine power, and the other vehicles 1B and 1A do not generate engine power.

When the total power consumption E _ALL is larger than the own-vehicle optimum generated power P _A (NO in step S64), the control device 100 of the own-vehicle 1A determines the difference between the total power consumption E _ALL and the own-vehicle optimum generated power P _A. It is determined whether the size (absolute value) is smaller than the threshold Th (step S66). For this determination, in order to efficiently secure the total power consumption E _ALL , is it better to drive only one engine 50 of the own vehicle 1A at an operating point having a larger output power than the optimum operating point, or This is a process for determining whether it is better to drive the plurality of engines 50 of the own vehicle 1A and the other vehicles at the optimum operating point.

When the magnitude of the difference (absolute value) between total power consumption E _ALL and own-vehicle optimum generated power P _A is smaller than threshold value Th (YES in step S66), control device 100 of own-vehicle 1A controls The engine 50 (one unit) is selected, the engine 50 of the selected own vehicle 1A is operated at an operating point where the output power is larger than the optimum operating point, and a process for engine power generation is executed (step S67).

When the magnitude (absolute value) of the difference between total power consumption E _ALL and own-vehicle optimum generated power P _A is larger than threshold value Th (NO in step S66), control device 100 of own-vehicle 1A has the largest own-vehicle. It is determined whether the total power consumption E _ALL is smaller than the total (=P _A +P _C ) of the optimum generated power P _A and the smallest optimum generated power P _C of the other vehicle (step S68).

When the total power consumption E _ALL is smaller than the sum of the own vehicle optimum generated power P _A and the other vehicle optimum generated power P _C (YES in step S68), the control device 100 of the own vehicle 1A determines that the own vehicle optimum generated power P A _A total of two engines 50, that is, the engine 50 of the own vehicle 1A corresponding to _A and the engine 50 of the other vehicle 1C corresponding to the optimum generated power P _C of the other vehicle, are selected, and the selected two engines 50 are operated. Processing for generating engine power is executed (step S69). Specifically, the control device 100 of the own vehicle 1A operates the engine 50 of the own vehicle 1A and the engine 50 of the other vehicle 1C at the optimum operating points to generate the engine power, and the other vehicle 1B does not generate the engine power. To do so.

When the total power consumption E _ALL is larger than the total of the own vehicle optimum generated power P _A and the other vehicle optimum generated power P _C (NO in step S68), the control device 100 of the own vehicle 1A has the largest own vehicle optimum power generation. It is determined whether or not the total power consumption E _ALL is smaller than the total (=P _A +P _B ) of the power P _A and the next-other-best optimum power generation P _B (=P _A +P _B ) (step S70).

When the total power consumption E _ALL is smaller than the total of the own vehicle optimum generated power P _A and the other vehicle optimum generated power P _B (YES in step S70), the control device 100 of the own vehicle 1A determines that the own vehicle optimum generated power P _A total of two engines 50, that is, the engine 50 of the own vehicle 1A corresponding to _A and the engine 50 of the other vehicle 1B corresponding to the other vehicle optimum power generation P _B are selected, and the selected two engines 50 are operated. Processing for engine power generation is executed (step S71). Specifically, the control device 100 of the own vehicle 1A operates the engine 50 of the own vehicle 1A and the engine 50 of the other vehicle 1B at the optimum operating points to generate the engine power, and the other vehicle 1C does not generate the engine power. To do so.

If the total power consumption _{E ALL} than the sum of the vehicle optimally generated power _{P A} and another vehicle optimal generated power _{P B} is larger (NO at step S70), the control device 100 of the vehicle 1A is the vehicle 1A, other vehicle A total of three engines 50 of 1B and another vehicle 1C are selected, and the selected three engines 50 are operated to perform a process for generating engine power (step S72). Specifically, the control device 100 of the own vehicle 1A drives the engine 50 of the own vehicle 1A, the engine 50 of the other vehicle 1B, and the engine 50 of the other vehicle 1C at the optimum operating points to generate engine power.

As described above, the control device 100 for the vehicle 1 according to the present embodiment, in the state where the own vehicle in the my room power generation mode and the other vehicle in the my room power generation mode are electrically connected, When a power generation request is made in any of the other vehicles, at least one engine 50 that is operated to secure the electric power that satisfies the entire electric power demand (total power consumption E _ALL ) is the engine 50 of the own vehicle and the other vehicle. Select from among the 50 engines. Then, the control device 100 operates the selected engine 50 at the optimum operating point or an operating point close to the optimum operating point. As a result, it is possible to satisfy the total power consumption E _ALL (total power demand) while suppressing wasteful fuel consumption between the electrically connected vehicles.

<Modification 1>
In the above-described embodiment, control device 100 of host vehicle 1A serves as a master unit and selects an engine that performs engine power generation in a state where host vehicle 1A and other vehicles 1B and 1C are electrically connected. Described an example.

  However, the parent device is not limited to the control device 100 of the own vehicle 1A. For example, the parent device may be the control device 100 of the other vehicle 1B or the control device 100 of the other vehicle 1C.

  The condition for the parent device to execute the process of selecting the engine is not necessarily limited to the fact that the own vehicle 1A and the other vehicles 1B and 1C are electrically connected. For example, in a state where the own vehicle 1A and the other vehicles 1B and 1C are not electrically connected but are physically connected, the parent device may execute the process of selecting the engine.

  In FIG. 7, when the own vehicle 1A and the other vehicles 1B and 1C are not electrically connected, but are physically connected using the connecting member 5, the control device 100 of the own vehicle 1A is the master unit. 7 is a flowchart showing an example of a processing procedure executed by the above method. As described above, the parent device that executes this flowchart is not limited to the control device 100 of the own vehicle 1A, and may be the control device 100 of the other vehicle 1B or the other vehicle 1C, for example. The control device 100 of FIG.

  The flowchart shown in FIG. 7 is obtained by changing the steps S12, S14, S20, S40 and S50 of the flowchart shown in FIG. 4 into steps S12a, S14a, S20a, S40a and S50a, respectively. Other steps S10 and S30 (steps having the same numbers as the steps shown in FIG. 4) have already been described in FIG. 4, and therefore detailed description will not be repeated here.

  When the host vehicle 1A is in the my room power generation mode (YES in step S10), the control device 100 of the host vehicle 1A uses the connecting member 5 to physically connect the host vehicle 1A to the other vehicles 1B and 1C. Determines whether is in the my room power generation mode (step S12a).

  When the other vehicles 1B and 1C physically connected to the own vehicle 1A are in the my room power generation mode (YES in step S12a), the control device 100 of the own vehicle 1A controls the own vehicle 1A or the other vehicles 1B and 1C. In step S14a, it is determined whether or not power generation associated with the operation of the air conditioner is requested. That is, since the own vehicle 1A and the other vehicles 1B and 1C are not electrically connected to each other, electric power cannot be transferred between the vehicles, but the vehicle interior is physically connected using the connecting member 5. It is possible to share indoor air between vehicles. Therefore, the control device 100 of the own vehicle 1A determines whether or not power generation is required due to the operation of the air conditioning device capable of adjusting the temperature of the indoor air shared between the vehicles.

  Then, when power generation for operating the air conditioner is requested (YES in step S14a), the control device 100 of the host vehicle 1A outputs the air conditioner from the vehicle for which power generation due to the operation of the air conditioner is requested. The power required for operation is acquired (step S20a). For example, when the operation of the air conditioner is requested in the other vehicles 1B and 1C, the control device 100 of the own vehicle 1A receives the electric power required for operating the air conditioner of the other vehicle 1B from the other vehicle 1B, and The electric power required to operate the air conditioner of the other vehicle 1C is received from the other vehicle 1C.

Next, the control device 100 of the own vehicle 1A reads "the own vehicle optimum generated power P _A " from the memory (step S30), and outputs the other vehicle optimum generated power P _B and the other vehicle optimum generated power P _C to the other vehicle 1B, It is received from 1C (step S40a).

  Then, the control device 100 of the own vehicle 1A operates at least one engine 50 that operates to secure the electric power that satisfies the total electric power required to operate the air conditioner (total power demand associated with the operation of the air conditioner). It is selected from the engine 50 of the vehicle 1A and the engines 50 of the other vehicles 1B and 1C (step S50a). As a specific engine selection method, the same idea as the method shown in the flowchart of FIG. 6 in the above-described embodiment can be used. Then, the control device 100 of the own vehicle 1A operates the selected engine 50 at the optimum operating point to generate the engine power, and operates the air conditioner of the vehicle equipped with the selected engine 50. As a result, electric power (entire electric power demand) required for operating the air conditioner can be satisfied while suppressing wasteful fuel consumption between vehicles in which vehicle compartments are physically connected.

<Modification 2>
In the above-described FIG. 1, an example in which the three vehicles 1 are electrically connected and the openings of the slide doors 12 of the three vehicles 1 are physically connected using the connecting member 5 has been shown.

  However, the number of vehicles electrically and physically connected is not limited to three and may be two or four or more.

  Further, the part of the vehicle that is physically connected is not limited to the opening of the slide door 12. For example, the part of the vehicle that is physically connected may be the opening of the back door.

  FIG. 8 is a diagram showing an example in which the openings of the back doors 14 of the two vehicles 1 are physically connected using the connecting member 6. Even in such a connected state, the control according to the present disclosure can be applied.

  The embodiments disclosed this time are to be considered as illustrative in all points and not restrictive. The scope of the present disclosure is shown not by the above description but by the scope of the claims, and is intended to include meanings equivalent to the scope of the claims and all modifications within the scope.

  1 vehicle, 1A vehicle (own vehicle), 1B, 1C vehicle (other vehicle), 2 power feeding device, 3 charging cable, 4 connecting power line, 5, 6 connecting member, 10 power storage device, 12 sliding door, 14 back door, 15 Monitoring unit, 20 SMR, 30 PCU, 41, 42 motor generator, 50 engine, 60 power split device, 70 drive shaft, 80 drive wheels, 91 communication device, 92 HMI device, 94 accelerator pedal sensor, 95 shift lever, 96 shift Position sensor, 100 control device, 110 main DC/DC converter, 120 auxiliary battery, 130 low-voltage auxiliary load, 140 high-voltage auxiliary load, 210 charging relay, 220 power converter, 230 connector, 240 sub DC/DC converter.

Claims (1)

A vehicle configured to enable at least one of electrical connection and physical connection with at least one other vehicle,
Each of the vehicle and the other vehicle is
Engine,
A rotating electric machine configured to be capable of generating power using the power of the engine,
An auxiliary device,
Communication device,
With a control device,
Each of the vehicle and the other vehicle is in a control mode while the vehicle is stopped, prohibits traveling, and allows the auxiliary device to operate with electric power generated by the rotary electric machine using the power of the engine. Has a room power generation mode,
The control device of the vehicle is in a state where at least one of the electrical connection and the physical connection between the vehicle in the my room power generation mode and the other vehicle in the my room power generation mode is connected. When a power generation request is made in either the vehicle or the other vehicle, the at least one engine operated to secure the electric power required for operating the auxiliary device in the vehicle and the other vehicle is A vehicle that executes a process of selecting from the engine and the engine of the other vehicle.

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