JP2020125686A - Rescue vehicle - Google Patents

Abstract

To provide a rescue vehicle capable of transferring a catalyst of a hybrid vehicle from an inactive state to an active state without discharging an emission component exceeding a control value into the atmosphere in an emission control area.SOLUTION: A rescue vehicle 200 is adapted to: be able to travel in a predetermined emission control area in compliance with an emission regulation therein; and receive a request for rescuing a hybrid vehicle in the emission control area. The rescue vehicle 200 comprises: an exhaust purification device (first exhaust purification device 292 and second exhaust purification device 293) which reduces a concentration of a predetermined component in exhaust of the hybrid vehicle; and an exhaust storage section (exhaust tank 294) which has gas tightness capable of storing the exhaust of the hybrid vehicle. The rescue vehicle 200 also has an exhaust inlet 291 which is connected to the hybrid vehicle so as to transfer the exhaust thereof to the exhaust purification device and the exhaust storage section.SELECTED DRAWING: Figure 3

Description

The present disclosure relates to a rescue vehicle, and more particularly to a rescue vehicle that rescues a hybrid vehicle in an emission control area.

Japanese Unexamined Patent Publication No. 7-75210 (Patent Document 1) discloses a hybrid vehicle including an internal combustion engine and an electric motor that generate a traveling driving force. When it is determined that the current vehicle position is included in a predetermined exhaust gas regulation area using GPS (Global Positioning System), this hybrid vehicle stops the internal combustion engine and travels using only the electric motor. .. The internal combustion engine and the electric motor are also generally called “engine” and “motor”, respectively. In addition, that the vehicle travels only by the electric motor using the electric power of the vehicle-mounted battery is generally referred to as “EV traveling”.

JP, 7-75210, A

The exhaust gas of an automobile contains a component that promotes air pollution (hereinafter, also referred to as "air pollution component"). Therefore, in a vehicle equipped with an internal combustion engine, an exhaust gas purification catalyst is provided in the exhaust passage of the internal combustion engine. The catalyst provided in the exhaust passage of the internal combustion engine rises in temperature by, for example, exhaust heat of the internal combustion engine to be in an active state, and purifies the exhaust gas by a catalytic reaction (that is, a reaction promoted by the catalytic action).

Exhaust regulations that regulate the emission of air pollutants emitted from automobiles are being implemented by the national or local governments. In general exhaust emission regulation, an upper limit emission amount (hereinafter, also referred to as “regulation value”) of a predetermined component (hereinafter, also referred to as “regulation component”) emitted from an automobile is set. Examples of regulatory components, CO, HC, and air pollution component such as of the NO _X like. Exhaust regulations required vary by region. For example, emission regulations tend to be stricter in urban areas with higher population density and traffic volume.

No air pollution components are emitted during EV driving. BACKGROUND ART An electric vehicle that does not include an internal combustion engine and travels only by EV traveling (hereinafter, also referred to as “EV vehicle”) has attracted attention because of its excellent environmental performance, and its prevalence rate is increasing. However, on the other hand, under the present circumstances, an oil supply facility (for example, a gas station) for supplying the fuel of the internal combustion engine to the vehicle is already provided as an infrastructure (hereinafter, also referred to as “infrastructure”). From the viewpoint of utilizing such existing refueling equipment, not only traveling with the internal combustion engine stopped (EV traveling) but also traveling with the internal combustion engine operating (hereinafter also referred to as "HV traveling") is possible. Hybrid vehicles (hereinafter also referred to as “HV vehicles”) are more useful than EV vehicles.

There are two main exhaust emission regulations for HV vehicles: a first exhaust emission regulation that allows only EV traveling and a second exhaust emission regulation that allows HV traveling in which the amount of emission of regulated components is below a regulation value in addition to EV traveling. Is. It is considered that the second exhaust gas regulation will be adopted in areas where the utilization of existing refueling facilities (and eventually utilization of HV vehicles) is promoted. However, in an HV vehicle, when the catalyst provided in the exhaust passage of the internal combustion engine is in an inactive state, the exhaust gas purification by the catalyst is not performed, and the atmosphere emitted from the HV vehicle is greater than when the catalyst is in an active state. The amount of pollutant components increases significantly. Therefore, in the second exhaust gas regulation, a regulation value (upper limit emission amount) may be set such that the regulation is satisfied by the HV traveling only when the catalyst provided in the exhaust passage of the internal combustion engine is in the active state. Is high. Hereinafter, the exhaust gas regulation area that adopts the second exhaust gas regulation in which such a regulation value is set is also referred to as a “specific HV regulation area”.

Since EV running is excellent in terms of environment, fuel efficiency, acceleration, and quietness, EV running tends to be preferentially performed in HV vehicles over HV running. However, since the internal combustion engine is in a stopped state during EV traveling, if the EV traveling is continued for a long period of time, the catalyst may be cooled and become inactive. When the HV vehicle is EV traveling in the specific HV regulated area, the catalyst is cooled and becomes inactive, and the vehicle battery is insufficient in electric power to prevent the HV vehicle from traveling in the EV (hereinafter, "electricity"). Also referred to as “missing”, even if fuel remains in the HV vehicle, it becomes impossible to operate the internal combustion engine while satisfying the exhaust gas regulations. In such a situation, it is difficult for the HV vehicle to leave the specific HV regulated area without traveling (hereinafter also referred to as “violating traveling”) that does not satisfy the exhaust emission regulations.

The present disclosure has been made to solve the above problems, and an object thereof is to deactivate a catalyst of a hybrid vehicle without releasing a component exceeding a regulation value (upper limit emission amount) into the atmosphere in an emission regulation area. An object of the present invention is to provide a rescue vehicle that enables a state to be activated. Further, another object of the present disclosure is to allow a hybrid vehicle that has run out of electricity in the exhaust control area to escape from the exhaust control area without performing illegal traveling.

A rescue vehicle according to the present disclosure is a rescue vehicle that rescues a hybrid vehicle within a predetermined exhaust emission control area in which an upper limit emission amount of a predetermined component emitted from an automobile is set.

A hybrid vehicle that is rescued by a rescue vehicle is provided with an internal combustion engine and an electric motor that generate a traveling driving force, a power storage device that supplies electric power to the electric motor, an exhaust passage connected to the internal combustion engine, and an exhaust passage, and the internal combustion engine And a catalyst which is activated by the exhaust heat of 1. When the catalyst is in an activated state, the internal combustion engine can be operated while satisfying the exhaust gas regulation in the exhaust gas regulation area.

On the other hand, the rescue vehicle is configured to be able to travel in the exhaust gas regulation area while satisfying the exhaust gas regulation, and to receive the rescue request for requesting the rescue of the hybrid vehicle in the exhaust gas regulation area. The rescue vehicle includes at least one of an exhaust gas purification device that reduces a predetermined component in the exhaust gas of the hybrid vehicle to an upper limit emission amount or less, and an exhaust gas storage section that has air tightness that can store the exhaust gas of the hybrid vehicle. The rescue vehicle is configured to be connectable to the hybrid vehicle, and is configured to guide the exhaust gas of the connected hybrid vehicle to at least one of the exhaust gas purification device and the exhaust gas storage unit.

Upon receiving the rescue request, the rescue vehicle can travel to the position of the hybrid vehicle within the exhaust control area while satisfying the exhaust control. When the hybrid vehicle is connected to the rescue vehicle, the exhaust gas of the connected hybrid vehicle is guided to at least one of the exhaust gas purification device and the exhaust gas storage section. Since the exhaust gas purification device is configured to reduce a predetermined component in the exhaust gas of the hybrid vehicle to the upper limit emission amount or less, the exhaust gas purification device guides the exhaust gas of the hybrid vehicle to the exhaust gas purification device to purify the exhaust gas so as to satisfy the exhaust gas regulation. can do. Further, since the exhaust gas storage unit is configured to have airtightness capable of storing the exhaust gas of the hybrid vehicle, the exhaust gas is guided to the exhaust gas storage unit so that the exhaust gas is stored in the exhaust gas storage unit. And the exhaust will not be released into the atmosphere. Therefore, by operating the internal combustion engine of the hybrid vehicle while guiding the exhaust gas of the hybrid vehicle to at least one of the exhaust gas purification device and the exhaust gas storage portion in the exhaust gas regulation area, the exhaust gas regulation is performed even if the internal combustion engine operates. It is filled. That is, the hybrid vehicle can change the catalyst from the inactive state to the active state by the exhaust heat of the internal combustion engine while satisfying the exhaust gas regulation. As described above, according to the rescue vehicle, the catalyst of the hybrid vehicle is changed from the inactive state to the active state in the exhaust gas regulation area without releasing the component (regulation component) exceeding the regulation value (upper limit emission amount) to the atmosphere. It becomes possible to do. By activating the catalyst of the hybrid vehicle, which is electrically deficient in the exhaust control area, from the inactive state to the active state, the hybrid vehicle can escape from the exhaust control area without performing illegal driving.

Satisfying the exhaust regulation means that a predetermined component (regulation component) discharged from the vehicle into the atmosphere is equal to or less than the upper limit emission amount. The active state is a state in which the temperature of the catalyst is equal to or higher than a predetermined activation temperature. The activation temperature is the lower limit temperature at which the catalyst can be activated to start the catalytic reaction and maintain the reaction.

According to the present disclosure, there is provided a rescue vehicle capable of changing a catalyst of a hybrid vehicle from an inactive state to an active state without releasing a component exceeding a regulation value (upper limit emission amount) into the atmosphere in an emission regulation area. It will be possible to provide. Further, according to the present disclosure, a hybrid vehicle that is deficient in electricity in an exhaust control area can escape from the exhaust control area without performing illegal traveling.

It is a figure which shows the structure of the vehicle monitoring system which concerns on embodiment of this indication. It is a figure which shows the structure of the PHV vehicle contained in the vehicle monitoring system shown in FIG. It is a figure which shows the structure of the rescue vehicle contained in the vehicle monitoring system shown in FIG. 3 is a flowchart showing a processing procedure of control executed by a control device for a PHV vehicle in the vehicle monitoring system according to the embodiment of the present disclosure. 3 is a flowchart showing a processing procedure of control executed by a management device in the vehicle monitoring system according to the embodiment of the present disclosure. It is a figure for demonstrating an example of operation|movement of a management apparatus. 3 is a flowchart showing a processing procedure of control executed by a rescue vehicle control device in the vehicle monitoring system according to the embodiment of the present disclosure. 3 is a flowchart showing a processing procedure of normal exhaust control executed by the rescue vehicle control device according to the embodiment of the present disclosure. 5 is a flowchart showing a processing procedure of exhaust control during rescue executed by the control device for a rescue vehicle according to the embodiment of the present disclosure.

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

FIG. 1 is a diagram showing a configuration of a vehicle monitoring system according to this embodiment. Referring to FIG. 1, vehicle monitoring system 1 includes a PHV vehicle 100, a rescue vehicle 200, a mobile terminal 4, a map database 6, and a management device 500. Although FIG. 1 shows one PHV vehicle 100 and one rescue vehicle 200, the vehicle monitoring system 1 includes a plurality of PHV vehicles 100 and a plurality of rescue vehicles 200. The management device 500 is configured to manage information regarding all PHV vehicles 100 and rescue vehicles 200 registered in advance. The vehicle monitoring system 1 is constructed by connecting the PHV vehicle 100, the rescue vehicle 200, the mobile terminal 4, the map database 6, and the management device 500 so that they can communicate with each other via the communication network 2.

In the vehicle monitoring system 1, the state of the PHV vehicle 100 running in a predetermined exhaust gas regulation area (hereinafter, also referred to as “target regulation area”) is sequentially transmitted from the PHV vehicle 100 to the management device 500. Management device 500 is configured to monitor the state of each PHV vehicle 100 in real time. Further, the management device 500 is configured to dispatch the rescue vehicle 200 in response to the rescue request from the PHV vehicle 100. Although the details will be described later, the rescue vehicle 200 includes a device for repairing a hybrid vehicle (for example, the PHV vehicle 100) in the target restricted area (see FIG. 3 ).

In the target regulated area, an exhaust gas regulation that defines an upper limit emission amount (regulated value) of a predetermined regulated component emitted from a regulated vehicle (hereinafter, also referred to as “regulated vehicle”) is applied. Each of the regulation component and the regulation value is arbitrarily set by the regulation authority described later. In this embodiment, CO, HC, and NO _X are used as the restriction components. Regulation values are individually set for each of CO, HC, and NO _X. In the target restriction zone, CO discharged from the regulated vehicle, HC, and each of the NO _X exhaust restriction as long below the regulated value is satisfied, CO discharged from the regulated vehicle, HC, and of the NO _X If at least one exceeds the regulation value, the exhaust regulation is not satisfied.

In recent years, there has been a strong demand for environmental protection worldwide, and each country is required to tighten exhaust regulations. In the future, there is a possibility that each country will adopt a system (hereinafter, also referred to as “monitoring regulation system”) that regulates exhaust emissions using a system that monitors the state of a vehicle traveling in a predetermined area in real time. In the monitoring regulation system, the state of the vehicle running in the emission control area is monitored by an organization (hereinafter, also referred to as “regulation authority”) of a country or a local government having jurisdiction over the emission control area. By adopting the surveillance regulation system, the regulatory authority can grasp the state of the vehicle in the emission control area in real time. For this reason, the regulatory authority prohibits vehicles in the emission control area from traveling (violation traveling) that does not satisfy the emission control, or imposes fines on vehicles that have performed violation in the emission control area. It will be easier.

The vehicle monitoring system 1 according to this embodiment can be used, for example, by a regulatory authority to implement the above-mentioned monitoring regulation system. When registering a vehicle (for example, a new vehicle) to the transportation branch office, the regulated vehicle in the regulated area may be registered in the management device 500. At this time, the person in charge of the registration procedure receives information used in the monitoring regulation system (for example, information for safely communicating between the regulated vehicle and the management device 500) from the owner of the regulated vehicle. You can pick it up or give it to the owner of the regulated vehicle.

In this embodiment, the regulated vehicle is the PHV vehicle 100. PHV vehicle 100 has a power storage device that can be charged (hereinafter, also referred to as “external charging”) with electric power supplied from outside the vehicle, and the power stored in the power storage device (hereinafter, also referred to as “stored power”). It is a plug-in hybrid vehicle that can travel using both the engine output and the engine output. However, the regulated vehicle (and thus the object to be rescued by the rescue vehicle 200) is not limited to the plug-in hybrid vehicle (PHV vehicle), and may be a hybrid vehicle that does not support external charging instead of or in addition to the PHV vehicle. May be included.

The target restricted area in the vehicle monitoring system 1 corresponds to the specific HV restricted area described above. That is, only when the catalyst of PHV vehicle 100 (for example, catalytic converter 135 shown in FIG. 2 described later) is in an active state, PHV vehicle 100 can travel in the HV while satisfying the exhaust gas regulation in the target regulation area.

A deposit account for fine collection may be associated with each regulated vehicle and registered in the management device 500. The management device 500 is configured to automatically collect a fine from the deposit account of the vehicle that has performed the illegal traveling when the illegal traveling is performed in the exhaust emission control area, and notify the vehicle that the fine has been collected. May be done.

Vehicles other than the regulated vehicles (for example, EV vehicles) may be registered in the management device 500. The management device 500 may be configured to perform a predetermined preferential treatment (for example, awarding eco-points that can be exchanged for a predetermined product or service) to a vehicle that travels EV in the target restricted area.

The management device 500 includes a processor 510, a RAM (Random Access Memory) 520, a storage device 530, and a communication device 540. As the processor 510, for example, a CPU (Central Processing Unit) can be adopted. The RAM 520 functions as a working memory that temporarily stores data processed by the processor 510. The storage device 530 functions as a storage that stores various types of information. The storage device 530 includes, for example, a ROM (Read Only Memory) and a rewritable nonvolatile memory. The communication device 540 is configured to be accessible to the communication network 2.

The storage device 530 stores information for each vehicle registered in the management device 500 (hereinafter, also referred to as “vehicle information”). In this embodiment, in addition to the PHV vehicle 100 (vehicle subject to regulation), the rescue vehicle 200 is registered in the management device 500. An ID (hereinafter, also referred to as a "vehicle ID") for identifying the vehicle at the time of registration is given to each vehicle. The vehicle information is associated with the vehicle ID. The vehicle information includes a communication address of a communication terminal (vehicle-mounted terminal) mounted on the vehicle, and the management device 500 is configured to transmit predetermined information to the vehicle-mounted terminal. Further, the management device 500 is configured to manage the vehicle information by using the vehicle ID and update the vehicle information by using the information sent from each vehicle.

In addition to the above vehicle information, the storage device 530 also stores information on the mobile terminal 4 registered for each vehicle (hereinafter, also referred to as “terminal information”). The terminal information is also associated with the vehicle ID. Predetermined application software (hereinafter, simply referred to as “app”) is installed in the mobile terminal 4 (hereinafter, also referred to as “registration terminal”) registered in the vehicle, and the management device 500 uses the application to register the terminal. Predetermined information can be displayed on the screen. Information on the corresponding vehicle is sent from the management device 500 to the registration terminal periodically or in response to a request. The user of the vehicle can check the information from the management device 500 on the registration terminal even when the user is away from the vehicle. In addition, in a vehicle that does not include an in-vehicle terminal, a registration terminal can be used instead of the in-vehicle terminal to receive information from the management device 500. In this embodiment, a smartphone is adopted as the mobile terminal 4. However, the present invention is not limited to this, and a smart watch, a laptop computer, a tablet terminal, a portable game machine, or the like can be adopted instead of the smartphone.

In the storage device 530, in addition to the vehicle information and the terminal information, programs used in various controls and various parameters used in the programs are stored in advance. Various controls are executed by the processor 510 executing the programs stored in the storage device 530. Note that various types of control are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

The map database 6 stores map information and restricted area information. The map information is information indicating what is at what position on the map, and includes information indicating a road and information indicating a position of an infrastructure facility such as a refueling facility. The restricted area information is information indicating each exhaust restricted area and includes information indicating a target restricted area. Each of the management device 500, the PHV vehicle 100, the rescue vehicle 200, and the mobile terminal 4 can acquire map information and restricted area information from the map database 6.

FIG. 2 is a diagram showing a configuration of the PHV vehicle 100. Referring to FIG. 2, PHV vehicle 100 includes power storage device 110, travel drive device 120, navigation system (hereinafter also referred to as “NAVI system”) 150, communication device 160, control device 180, and input device. 184 and a notification device 185. The traveling drive device 120 includes an engine 121, motor generators (hereinafter, referred to as “MG (Motor Generator)”) 122 and 123, a power split device 124, and a power control unit (hereinafter, “PCU (Power Control Unit)”). Referred to as) 125 and a drive shaft 126. Power storage device 110 is configured to supply power to PCU 125 (and thus MG 123 ).

Power storage device 110 is a rechargeable DC power supply. Power storage device 110 is configured to include, for example, a secondary battery. As the secondary battery, for example, a lithium ion battery can be adopted. Power storage device 110 may include an assembled battery including a plurality of electrically connected secondary batteries (for example, lithium ion batteries). Note that the secondary battery forming power storage device 110 is not limited to a lithium ion battery, and may be another secondary battery (for example, a nickel hydrogen battery). As the power storage device 110, an electrolytic solution type secondary battery or an all solid state type secondary battery may be adopted. A large-capacity capacitor or the like can be used as the power storage device 110. The power storage device 110 according to this embodiment corresponds to an example of the “power storage device” according to the present disclosure.

The power storage device 110 is provided with a monitoring unit 111 that monitors the state of the power storage device 110. Monitoring unit 111 includes various sensors that detect the state of power storage device 110 (for example, temperature, current, and voltage), and is configured to output the detection result to control device 180. Control device 180 can acquire the state (for example, temperature, current, voltage, and SOC (State Of Charge)) of power storage device 110 based on the output of monitoring unit 111 (detected values of various sensors). SOC indicates the remaining charge amount, and represents, for example, the ratio of the current charge amount to the charge amount in the fully charged state, which is 0 to 100%.

Power storage device 110 is configured to be externally chargeable. More specifically, the PHV vehicle 100 further includes a power receiving port 141 for performing external charging and a charger 142 (onboard charger). The power receiving port 141 is configured to be connectable to a charging connector 322 of a power feeding facility 321 (for example, a charging stand such as a normal charger or a quick charger) outside the vehicle. By connecting charging connector 322 to power receiving port 141, it becomes possible to supply electric power from power feeding facility 321 to PHV vehicle 100. Electric power supplied from the power feeding facility 321 to the PHV vehicle 100 is supplied to the power storage device 110 via the charger 142. Charger 142 includes a circuit (not shown) that performs a predetermined process on the electric power input to power reception port 141. The charger 142 may include a power conversion circuit or a filter circuit. Through the processing of such a circuit, electric power (DC power) suitable for charging the power storage device 110 is output from the charger 142 to the power storage device 110. As a result, power storage device 110 is charged.

PCU 125 performs bidirectional power conversion between power storage device 110 and MGs 122 and 123 according to a control signal from control device 180. The PCU 125 is configured such that the states of the MGs 122 and 123 can be controlled separately, and for example, the MG 123 can be in the power running state while the MG 122 is in the power generating state. PCU 125 is configured to include, for example, two inverters provided corresponding to MGs 122 and 123, and a converter that boosts the DC voltage supplied from MGs 122 and 123 to each inverter.

MG 122 and 123 are AC rotary electric machines, and are, for example, three-phase AC synchronous motors in which permanent magnets are embedded in the rotor. MG 122 mainly operates as a generator driven by engine 121. The driving force of engine 121 is transmitted to MG 122 via power split device 124. The electric power generated by MG 122 is supplied to at least one of MG 123 and power storage device 110 via PCU 125. MG 122 uses the power output from engine 121 (for example, the rotational force of the output shaft) to generate power (hereinafter also referred to as “engine power generation”), and power generated by engine power generation (hereinafter “engine power generation”). (Also referred to as “electric power”) can be supplied to the power storage device 110.

MG 123 is mechanically connected to drive shaft 126. MG 123 is driven by at least one of the power stored in power storage device 110 and the power generated by MG 122 (power generated by the engine) to enter a power running state. The MG 123 in the powering state operates as an electric motor and rotates the drive shaft 126. MG 123 according to this embodiment corresponds to an example of “electric motor” according to the present disclosure.

During deceleration and braking of the running PHV vehicle 100, MG 123 is in a power generation state and performs regenerative power generation. Electric power generated by regenerative power generation (hereinafter, also referred to as “regenerative power”) is supplied to power storage device 110 via PCU 125. The power storage device 110 is regeneratively charged by the regenerative power supplied from the PCU 125.

The engine 121 is an internal combustion engine that outputs power by converting combustion energy generated when a mixture of air and fuel is burned into kinetic energy of a moving element such as a piston or a rotor. The engine 121 is controlled by the control device 180. Power split device 124 includes, for example, a planetary gear mechanism including a sun gear, a carrier, and a ring gear. Power split device 124 is configured to split the power output from engine 121 into power for driving MG 122 and power for rotating drive shaft 126. Although illustration is omitted, the PHV vehicle 100 detects various states of the engine 121 and outputs them to the control device 180 (for example, a fresh air amount sensor, an intake pressure sensor, an exhaust pressure sensor, an engine speed sensor, and the like). An engine cooling water temperature sensor, an accelerator opening sensor, an atmospheric pressure sensor, an outside air temperature sensor, etc.) are provided. In this embodiment, a gasoline engine is used as the engine 121, but a diesel engine that uses light oil as fuel can also be used. The engine 121 according to this embodiment corresponds to an example of an “internal combustion engine” according to the present disclosure.

An exhaust passage 134 is connected to the engine 121, and the engine 121 is configured to discharge the gas after combustion to the exhaust passage 134. A catalytic converter 135 is provided in the exhaust passage 134. The gas (exhaust gas) discharged from the engine 121 flows through the exhaust passage 134, and is discharged to the outside of the vehicle from the discharge port EP1 via the catalytic converter 135. The catalytic converter 135 is configured to reduce air pollutant components in the exhaust gas. The catalytic converter 135 is provided with a temperature sensor 136 that detects the temperature of the catalytic converter 135 (catalyst temperature). The detection result of the temperature sensor 136 (detection value of catalyst temperature) is output to the controller 180.

The catalytic converter 135 is configured to reduce the regulatory components (ie, CO, HC, and NO _x ) in the exhaust gas when the catalyst is in the active state (ie, at the activation temperature or higher). As the catalytic converter 135, a known exhaust gas purification catalyst can be adopted. In this embodiment, the catalytic converter 135 includes an oxidation catalyst that oxidizes incomplete combustion products (for example, CO and HC) in exhaust gas, and a denitration catalyst that reduces nitrogen oxides (NOx) in exhaust gas. Adopt a three-way catalytic converter. The catalytic converter 135 has no heater. Each of the oxidation catalyst and the denitration catalyst forming the catalytic converter 135 has an activation temperature within the range of 200° C. or higher and 500° C. or lower. When the engine 121 is in the operating state, the exhaust heat of the engine 121 raises the temperature of each catalyst to an activation temperature or higher, and the catalytic converter 135 is activated. When the catalytic converter 135 is in the active state, each of CO, HC, and NO _{X in} the exhaust gas discharged from the engine 121 in the operating state is reduced by the catalytic converter 135 to an amount equal to or less than the regulation value of the target regulation area. .. Therefore, the PHV vehicle 100 can operate the engine 121 while satisfying the exhaust gas regulation in the target regulation area when the catalytic converter 135 is in the active state. The catalytic converter 135 being in the active state means that all the catalysts (the oxidation catalyst and the denitration catalyst) constituting the catalytic converter 135 are in the active state, and the catalytic converter 135 being in the inactive state. It means that at least one of the catalysts (oxidation catalyst and denitration catalyst) constituting the catalytic converter 135 is in an inactive state.

The PHV vehicle 100 further includes a fuel filler 131, a fuel tank 132, and a fuel pump 133. Fuel tank 132 is configured to store the fuel (for example, gasoline) of engine 121. The fuel tank 132 is provided with a fuel sensor (not shown) that detects the remaining amount of fuel. The detection result of the fuel sensor (the detection value of the remaining fuel amount) is output to the control device 180. Refueling port 131 is configured to be connectable to refueling facility 310 (for example, a gas station) outside the vehicle. By connecting refueling port 131 to refueling facility 310, PHV vehicle 100 can receive refueling (fuel supply) from refueling facility 310. The fuel supplied from the refueling facility 310 to the refueling port 131 is stored in the fuel tank 132.

The fuel in the fuel tank 132 is supplied to the engine 121 by the fuel pump 133 and converted into power by the engine 121. On the other hand, the electric power stored in power storage device 110 is supplied to MG 123 and converted to power by MG 123. The power output from the engine 121 and the MG 123 causes the drive shaft 126 to rotate. Drive wheels (not shown) of the PHV vehicle 100 are attached to both ends of the drive shaft 126 and are configured to rotate integrally with the drive shaft 126. PHV vehicle 100 can perform EV traveling by rotating drive shaft 126 with MG 123 driven by the stored power of power storage device 110 with engine 121 stopped. Further, when the drive shaft 126 is driven by using the power output from the engine 121 while the engine 121 is operating, the PHV vehicle 100 comes to travel in the HV. The PHV vehicle 100 travels in the HV state either by directly rotating the drive shaft 126 with the power output from the engine 121 in the operating state or by rotating the drive shaft 126 with the MG 123 driven by the engine generated power. Can be done.

The control device 180 includes a processor 181, a RAM 182, and a storage device 183. As the processor 181, for example, a CPU can be adopted. The RAM 182 functions as a working memory, and the storage device 183 functions as a storage. The storage device 183 includes, for example, a ROM and a rewritable nonvolatile memory. When the processor 181 executes the program stored in the storage device 183, various controls (for example, traveling control and charging control) are executed. However, various types of control are not limited to processing by software, and may be performed by dedicated hardware (electronic circuit).

The NAVI system 150 includes a touch panel display (hereinafter, also referred to as “TPD”) 151, a GPS module 152, and a storage device (not shown). The storage device stores map information. The TPD 151 receives an input from the user and displays a map and other information. The GPS module 152 is configured to receive signals (hereinafter, referred to as “GPS signals”) from GPS satellites (not shown). The NAVI system 150 can specify the position of the PHV vehicle 100 using the GPS signal. The NAVI system 150 is configured to display the position of the PHV vehicle 100 on a map in real time. The NAVI system 150 performs a route search for finding an optimum route (for example, the shortest route) from the current position of the PHV vehicle 100 to the destination based on the input from the user, and finds the optimum route found by the route search on the map. Is configured to display.

The communication device 160 is configured to include a long distance communication module and a short distance communication module. The telecommunications module is configured to be accessible to the communication network 2. An example of the long distance communication module is a communication module compliant with LTE (Long Term Evolution). The telecommunications module may be a DCM (Data Communication Module). The short-range communication module is configured to perform wireless communication with the inside or the vicinity of the vehicle. The short-range communication module may include a communication module that wirelessly communicates with an in-vehicle device or the portable terminal 4 carried in the vehicle. The short-range communication module may include a communication module that performs wireless communication between vehicles (V2V) or between vehicles (V2I).

The NAVI system 150, the communication device 160, and the control device 180 can exchange information with each other. The NAVI system 150 receives the latest map information from the map database 6 as needed through the communication device 160, and updates the map information in the storage device. Further, the NAVI system 150 receives the latest restricted area information from the map database 6 and displays the target restricted area on the map. The control device 180 can acquire the GPS signal (and thus the position information of the PHV vehicle 100) from the NAVI system 150. Further, the control device 180 can acquire information (for example, restricted area information held by the map database 6) from outside the vehicle through the communication device 160. When the PHV vehicle 100 exists in the target restricted area, information of the PHV vehicle 100 (for example, the position of the PHV vehicle 100, the state of the engine 121, the SOC of the power storage device 110, and the remaining fuel amount of the engine 121) is regularly provided. Alternatively, it is transmitted from the PHV vehicle 100 to the management device 500 in response to a request from the management device 500.

The input device 184 is a device that receives an input from a user. The input device 184 is operated by the user and outputs a signal corresponding to the user's operation to the control device 180. For example, the user can input a predetermined instruction or request to the control device 180 through the input device 184, or set a parameter value in the control device 180. The communication method may be wired or wireless. As the input device 184, for example, various switches (push button switch, slide switch, etc.) provided around the driver's seat of the PHV vehicle 100 (for example, a steering wheel or an instrument panel) can be adopted. However, the present invention is not limited to this, and various pointing devices (mouse, touch pad, etc.), a keyboard and the like can be adopted as the input device 184.

Notification device 185 is configured to perform a predetermined notification process to a user (for example, a driver of PHV vehicle 100) when a request is issued from control device 180. Examples of the notification device 185 include a display device (for example, a meter panel or a head-up display), a speaker, and a lamp.

FIG. 3 is a diagram showing a configuration of the rescue vehicle 200. Since the configuration of the rescue vehicle 200 has many parts in common with the configuration of the PHV vehicle 100, differences will be mainly described, and description of common parts will be omitted.

Referring to FIG. 3, rescue vehicle 200 includes power storage device 210, monitoring unit 211, traveling drive device 220 (engine 221, MG 222, 223, power split device 224, PCU 225, drive shaft 226), fuel filler port 231, fuel tank. 232, fuel pump 233, power receiving port 241, charger 242 (vehicle-mounted charger), NAVI system 250 (TPD251, GPS module 252), communication device 260, control device 280 (processor 281, RAM 282, storage device 283), input device 284 and a notification device 285. These devices have the same hardware configurations as the corresponding devices of the PHV vehicle 100. In this embodiment, the PHV vehicle 100 and the rescue vehicle 200 have many in-vehicle devices in common, but the PHV vehicle 100 and the rescue vehicle 200 are independent of each other as long as the functions required by the vehicles are satisfied. It can be designed arbitrarily.

The rescue vehicle 200 further includes a rescue lamp 286. The rescue lamp 286 is a lamp that informs the surroundings that the rescue is in progress (that is, that the PHV vehicle 100 in the target regulated area has been requested to be rescued and the rescue of the PHV vehicle 100 has not been completed yet). is there. The rescue lamp 286 may be installed on the outer surface of the vehicle body (for example, a bumper or a roof) directly visible from the outside of the rescue vehicle 200, or the vehicle interior (visible from the outside of the rescue vehicle 200 through the glass). For example, it may be installed near the windshield or near the rear glass). Multiple rescue lamps 286 may be provided at multiple locations. In this embodiment, one rescue lamp 286 is set on the outer surface of the roof of the rescue vehicle 200.

The rescue vehicle 200 includes an exhaust management system 290 instead of the catalytic converter 135 and the temperature sensor 136. The exhaust management system 290 includes an exhaust inlet 291, a first exhaust purification device 292, a second exhaust purification device 293, an exhaust tank 294, gas concentration detection units G1, G2, G3, exhaust monitoring units M1 and M2, and exhaust valves V1 to V1. Includes V5 and V10.

The exhaust inlet 291 is configured to be connectable to the exhaust port EP1 of the PHV vehicle 100. More specifically, by connecting the exhaust port EP1 of the PHV vehicle 100 and the exhaust inlet 291 of the rescue vehicle 200 by using the joint 400, the exhaust of the PHV vehicle 100 is not discharged into the atmosphere to the exhaust inlet 291. You will be guided. The joint 400 has an end portion 410 on the exhaust input side (IN side) and an end portion 420 on the exhaust output side (OUT side). The end portion 410 is configured to be connectable to the exhaust port EP1 of the PHV vehicle 100, and the end portion 420 is configured to be connectable to the exhaust inlet 291 of the rescue vehicle 200. Each of the ends 410 and 420 has high airtightness and sealing property. For each of the end portions 410 and 420, a well-known sealing mechanism (seal clamp, coupler, etc.) can be used to ensure sufficient sealing performance. By connecting the exhaust port EP1 of the PHV vehicle 100 to the exhaust inlet 291 via the joint 400, the exhaust gas of the PHV vehicle 100 is input to the exhaust inlet 291 without leaking to the atmosphere.

The exhaust passage 234 is connected to each of the engine 221 and the exhaust inlet 291. Each of the gas after combustion discharged from the engine 221 (hereinafter, also referred to as “engine exhaust”) and the exhaust of the PHV vehicle 100 input to the exhaust inlet 291 from the outside of the vehicle (hereinafter, also referred to as “external exhaust”). Flows through the exhaust passage 234. A first exhaust purification device 292 and a second exhaust purification device 293 are provided between each of the engine 221 and the exhaust inlet 291 and the exhaust port EP2 of the exhaust passage 234. The first exhaust gas purification device 292 is located on the exhaust gas upstream side of the second exhaust gas purification device 293. In the exhaust passage 234, an exhaust valve V10 is provided between the engine 221 and the first exhaust purification device 292, an exhaust valve V1 is provided between the exhaust inlet 291 and the first exhaust purification device 292, and a first exhaust purification device 292 is provided. An exhaust valve V3 is provided between the second exhaust purification device 293 and the second exhaust purification device 293.

A branch passage 235 for guiding the exhaust gas input to the exhaust inlet 291 to the exhaust tank 294 is connected to a portion of the exhaust passage 234 between the exhaust inlet 291 and the exhaust valve V1. An exhaust valve V2 is provided in the branch passage 235. Exhaust gas that is output from the first exhaust gas purification device 292 and is not input to the second exhaust gas purification device 293 is provided in a portion of the exhaust passage 234 between the first exhaust gas purification device 292 and the exhaust valve V3. A branch passage 236 for leading to 294 is connected. An exhaust valve V4 is provided in the branch passage 236.

When the exhaust valves V10, V3 are open and the exhaust valves V1, V2, V4 are closed, the engine exhaust gas passes through the first exhaust gas purification device 292 and the second exhaust gas purification device 293 to the outside of the vehicle (in the atmosphere). ) Is released. When the exhaust valves V1, V3 are open and the exhaust valves V10, V2, V4 are closed, the external exhaust gas passes through the first exhaust gas purification device 292 and the second exhaust gas purification device 293 from the exhaust port EP2 to the outside of the vehicle (in the atmosphere). ) Is released. When the exhaust valve V3 is closed and the exhaust valve V4 is opened, the exhaust (engine exhaust or external exhaust) before being input to the second exhaust purification device 293 is input to the exhaust tank 294. When the exhaust valve V1 is closed and the exhaust valve V2 is opened, the external exhaust gas input to the exhaust inlet 291 is directly input to the exhaust tank 294 without being purified.

Each of first exhaust purification device 292 and second exhaust purification device 293 is, for example, a three-way catalytic converter with an electric heater. In each of the first exhaust gas purification device 292 and the second exhaust gas purification device 293, the catalyst carried by the filter (for example, a ceramic filter having a honeycomb structure) is always kept in an active state by an electric heater. When the exhaust valves V10, V3 are open and the exhaust valves V1, V2, V4 are closed, the first exhaust gas purification device 292 and the second exhaust gas purification device 293 each control component (CO, HC) in the engine exhaust gas. , NO _x ) to be less than or equal to the regulation value of the target regulation area. In addition, the first exhaust gas purification device 292 and the second exhaust gas purification device 293, when the exhaust valves V1 and V3 are open and the exhaust valves V10, V2 and V4 are closed, control components (CO , HC, NO _X ) is reduced below the regulation value of the target regulation area. Each of the engine exhaust and the external exhaust is purified by passing through the first exhaust purification device 292 and the second exhaust purification device 293. As a result, each regulated component in the exhaust gas discharged from the discharge port EP2 becomes equal to or less than the regulated value. The rescue vehicle 200 can travel in the target restricted area while satisfying the exhaust gas regulations by performing the HV traveling with the exhaust valves V10, V3 in the open state and the exhaust valves V1, V2, V4 in the closed state. Further, the rescue vehicle 200 can travel in the target restricted area while satisfying the exhaust gas regulations even by EV running. The first exhaust gas purification device 292 and the second exhaust gas purification device 293 according to this embodiment correspond to an example of an “exhaust gas purification device” according to the present disclosure.

Each of the gas concentration detection unit G1, G2, and G3 includes an exhaust sensor for detecting the concentration of each regulatory components in the exhaust _{(CO, HC, NO X)} ( e.g., exhaust gas sensor for each controlled content), the detection result Is output to the controller 280. The gas concentration detection unit G1 is provided between the exhaust inlet 291 and the exhaust valves V1 and V2, and is configured to detect the concentration of each restriction component in the external exhaust input to the exhaust inlet 291. The gas concentration detection unit G2 is provided between the first exhaust gas purification device 292 and the exhaust valves V3, V4, and is configured to detect the concentration of each restricted component in the exhaust gas output from the first exhaust gas purification device 292. To be done. The gas concentration detection unit G3 is provided between the second exhaust gas purification device 293 and the exhaust port EP2, and is the exhaust gas output from the second exhaust gas purification device 293 (and thus the exhaust gas emitted from the exhaust port EP2 to the atmosphere). It is configured to detect the concentration of each regulated component therein.

The exhaust gas monitoring unit M1 includes various sensors that detect the state (for example, temperature and pressure) of the exhaust gas flowing through the branch passage 235, and is configured to output the detection result to the control device 280. Exhaust monitoring unit M2, for exhaust in the exhaust tank 294 includes a concentration of each regulatory components in the exhaust (CO, HC, NO _X), the state of the exhaust (e.g., temperature and pressure) to various sensors for detecting the , And outputs the detection result to the control device 280.

The exhaust tank 294 is a closed container that can be opened and closed by the exhaust valves V2, V4, and V5, and has an airtightness capable of storing exhaust gas. An exhaust emission pipe 237 is connected to the exhaust tank 294, and the exhaust emission pipe 237 is provided with an exhaust valve V5. When the exhaust valve V5 is open, the exhaust gas stored in the exhaust tank 294 flows through the exhaust gas discharge pipe 237 and is discharged from the exhaust port EP3 of the exhaust gas discharge pipe 237 to the outside of the vehicle (in the atmosphere). The exhaust tank 294 according to this embodiment corresponds to an example of an “exhaust storage section” according to the present disclosure.

Each of the exhaust valves V1 to V5 and V10 is configured to switch the flow/cutoff of exhaust. The open/closed state (flow/shutoff) of each of the exhaust valves V1 to V4 and V10 is controlled by the control device 280. The exhaust valve V5 is configured to be opened and closed by the user, for example. The user can operate the exhaust valve V5 from outside the vehicle to open the exhaust valve V5 at any opening. The user can adjust the amount of exhaust gas discharged from the exhaust tank 294 into the atmosphere by changing the opening degree of the exhaust valve V5. Note that a lock device may be provided on the exhaust valve V5 in order to prohibit unauthorized operation on the exhaust valve V5. The user may operate the exhaust valve V5 only when the lock device is released.

By the way, if the EV running in the PHV vehicle 100 is continued for a long period of time, the catalytic converter 135 may be cooled and become inactive. If the catalytic converter 135 becomes cold and becomes inactive while the PHV vehicle 100 is EV traveling in the target restricted area, and if the power storage device 110 is depleted of electricity, even if fuel remains in the fuel tank 132, It becomes impossible to operate the engine 121 while satisfying the exhaust emission regulations. In such a situation, it is difficult for the PHV vehicle 100 to leave the target regulated area without traveling in violation.

In the vehicle monitoring system 1 according to the present embodiment, the PHV vehicle 100 in the above-described situation in the target restricted area (for example, the PHV in the parked state due to lack of electricity when the catalytic converter 135 is inactive). When the vehicle 100) sends a rescue request to the management device 500, the management device 500 dispatches the rescue vehicle 200 to the PHV vehicle 100. The rescue request is a signal requesting the rescue of the PHV vehicle 100 in the target restricted area. Each rescue vehicle 200 included in the vehicle monitoring system 1 sequentially transmits a signal indicating its own position (hereinafter, also referred to as “R position signal”) to the management device 500 and receives a rescue request from the management device 500. Is composed of. Each of the transmission of the R position signal and the reception of the rescue request is performed by the communication device 260. The management device 500 selects one rescue vehicle 200 from the plurality of rescue vehicles 200 included in the vehicle monitoring system 1 and transmits a rescue request to the selected rescue vehicle 200.

When the rescue vehicle 200 receives the position information of the PHV vehicle 100 from the management device 500 together with the rescue request, the rescue vehicle 200 moves toward the position of the PHV vehicle 100 with the rescue lamp 286 lit. The rescue vehicle 200 can travel in the target restricted area while satisfying the exhaust gas regulations by EV traveling or HV traveling. When the rescue vehicle 200 arrives at the position of the PHV vehicle 100 parked in the target restricted area, the rescue vehicle 200 parks near the PHV vehicle 100. Then, the rescue vehicle 200 rescues the PHV vehicle 100 by the following method.

First, the joint 400 is used to connect the exhaust port EP1 of the PHV vehicle 100 and the exhaust inlet 291 of the rescue vehicle 200. This makes it possible to guide the exhaust gas of the PHV vehicle 100 to the exhaust gas purification device (that is, the first exhaust gas purification device 292 and the second exhaust gas purification device 293) and the exhaust tank 294 of the rescue vehicle 200. When the engine 121 of the PHV vehicle 100 is operated in a state where the exhaust port EP1 of the PHV vehicle 100 and the exhaust inlet 291 of the rescue vehicle 200 are connected via the joint 400, the exhaust gas discharged from the engine 121 (and thus the exhaust port). Exhaust gas emitted from EP1) is input to the exhaust inlet 291 through the joint 400 without leaking to the atmosphere. When the exhaust valves V1, V3 are open and the exhaust valves V10, V2, V4 are closed, the external exhaust that is input to the exhaust inlet 291 is guided to the first exhaust purification device 292 and the second exhaust purification device 293. When the exhaust valve V2 is open and the exhaust valve V1 is closed, the external exhaust that is input to the exhaust inlet 291 is guided to the exhaust tank 294. In the target regulated area, while guiding the exhaust gas of the PHV vehicle 100 to at least one of the exhaust gas purification device (that is, the first exhaust gas purification device 292 and the second exhaust gas purification device 293) and the exhaust tank 294 of the rescue vehicle 200, the PHV vehicle. By operating the engine 121 of 100, the exhaust gas regulations are satisfied even if the engine 121 operates. Therefore, the PHV vehicle 100 can change the catalytic converter 135 from the inactive state to the active state by the exhaust heat of the engine 121 while satisfying the exhaust gas regulation. When the catalytic converter 135 is in the active state, the PHV vehicle 100 can travel in the target restricted area while satisfying the exhaust gas regulations by the HV traveling. The PHV vehicle 100 can also drive the power storage device 110 by engine power generation and travel in the target restricted area while satisfying the exhaust gas regulations by EV running. Therefore, the PHV vehicle 100 can use the fuel remaining in the fuel tank 132 to leave the target regulated area without performing the illegal traveling.

Hereinafter, the control executed by each of the management device 500, the control device 180 of the PHV vehicle 100, and the control device 280 of the rescue vehicle 200 in the vehicle monitoring system 1 will be described with reference to FIGS. 4 to 9.

FIG. 4 is a flowchart showing a processing procedure of control executed by the control device 180 of the PHV vehicle 100. The processing shown in this flowchart is called from a main routine (not shown) and executed repeatedly, for example, every time a predetermined time elapses or when a predetermined condition is satisfied.

Referring to FIG. 4, in step (hereinafter, also simply referred to as “S”) 101, control device 180 causes current position of PHV vehicle 100 indicated by the GPS signal and target restricted area indicated by restricted area information. Using the range, it is determined whether or not the PHV vehicle 100 exists in the target restricted area.

When PHV vehicle 100 is present in the target restricted area (YES in S101), control device 180 in S102 has information on PHV vehicle 100 (for example, position of PHV vehicle 100, state of engine 121, power storage device). The SOC of 110 and the fuel remaining amount of the engine 121) are transmitted to the management device 500. The management device 500 can determine whether the PHV vehicle 100 is traveling in violation based on the information received from the PHV vehicle 100.

After the processing of S102, the control device 180 uses the output of the temperature sensor 136 (the detected value of the catalyst temperature) to determine the temperature of the catalytic converter 135 to a predetermined threshold value Th11 (hereinafter, also simply referred to as “Th11”) in S103. It is determined whether it is less than. In this embodiment, Th11 is the activation temperature of the catalytic converter 135. The activation temperature of the catalytic converter 135 corresponds to the highest activation temperature among the activation temperatures of the catalysts forming the catalytic converter 135. When the temperature of catalytic converter 135 is Th11 or higher (NO in S103), catalytic converter 135 is in an active state. Note that Th11 may be set to a temperature higher than the activation temperature of the catalytic converter 135.

When the temperature of catalytic converter 135 is lower than Th11 (YES in S103), control device 180 turns on a predetermined lamp (hereinafter, also referred to as “ENG prohibition lamp”) included in notification device 185 in S104. Let The ENG prohibition lamp is a lamp that informs the user that running the engine 121 results in a violation traveling. The ENG prohibition lamp is provided at a position visible to the driver of the PHV vehicle 100 (for example, a meter panel of the PHV vehicle 100).

After the processing of S104, the control device 180 determines whether the user has instructed the control device 180 to transmit the rescue request through the input device 184 in S105. When there is a transmission instruction from the user (YES in S105), control device 180 sends the rescue request in S106 together with position information of PHV vehicle 100 (more specifically, information indicating the current position of PHV vehicle 100). After transmitting to the management device 500, the process is returned to the main routine. On the other hand, if there is no transmission instruction from the user (NO in S105), the process is returned to the main routine without transmitting the rescue request (S106).

In each of the case where the PHV vehicle 100 exists outside the target restricted area (NO in S101) and the temperature of the catalytic converter 135 is Th11 or higher (NO in S103), the control device 180 causes the controller 180 to execute the above-described operation in S107. Turn off the ENG prohibition lamp. After the processing of S107, the processing is returned to the main routine.

According to the process of FIG. 4, the user can confirm whether or not the vehicle is in a traveling violation when the engine 121 is operated, based on the state (lighting/extinguishing) of the ENG prohibition lamp (S104, S107). In addition, when the PHV vehicle 100 runs out of power, the user can transmit a rescue request from the PHV vehicle 100 to the management device 500 by operating the input device 184 (S105, S106).

FIG. 5 is a flowchart showing a control processing procedure executed by the management device 500. The processing shown in this flowchart is called from a main routine (not shown) and executed repeatedly, for example, every time a predetermined time elapses or when a predetermined condition is satisfied.

Referring to FIG. 5, management device 500 determines in S201 whether a rescue request (S106 in FIG. 4) has been received from PHV vehicle 100. When the rescue request is received from PHV vehicle 100 (YES in S201), the process is returned to the main routine through S202 and S203. On the other hand, if the rescue request is not received from PHV vehicle 100 (NO in S201), the process is returned to the main routine without performing the processes of S202 and S203.

In S202, the management device 500 selects one rescue vehicle 200 from the plurality of rescue vehicles 200 managed by the management device 500. The management device 500 may randomly select the rescue vehicle 200 or may select the rescue vehicle 200 according to a predetermined guideline. In this embodiment, the rescue vehicle 200 closest to the position of the PHV vehicle 100 that has transmitted the rescue request is selected. Since the management device 500 receives the position information of the PHV vehicle 100 (see S106 of FIG. 4) together with the rescue request, the position of the PHV vehicle 100 can be specified using the received position information. Further, the management device 500 regularly receives the R position signal (see S301 in FIG. 7 described later) from each rescue vehicle 200, and can specify the position of each rescue vehicle 200 using the R position signal. it can.

In S203, the management device 500 transmits a rescue request including the positional information of the PHV vehicle 100 to the rescue vehicle 200 selected in S202.

FIG. 6 is a diagram for explaining an example of the operation of the management device 500. Referring to FIG. 6, the PHV vehicle 100 exists at a position P10 in the target restricted area R100, and the rescue vehicle 200 is provided at each of positions P1 to P4 in the target restricted area R100 and a position P5 outside the target restricted area R100. When the management device 500 receives the rescue request from the PHV vehicle 100 at the position P10 when it exists (YES in S201), the management device 500 selects the rescue vehicle 200 at the position P2 closest to the position P10 (S202), A rescue request is transmitted to the selected rescue vehicle 200 (S203).

FIG. 7 is a flowchart showing a processing procedure of control executed by the control device 280 of the rescue vehicle 200. The process shown in this flowchart is called from a main routine (not shown) and executed repeatedly, for example, every time a predetermined time elapses or when a predetermined condition is satisfied, and the process of S304 ends. The restart condition after the processing of FIG. 7 is completed can be set arbitrarily. For example, the restart condition may be satisfied when the user performs a predetermined operation on the input device 284 (for example, an operation of notifying the control device 280 that the rescue has ended), or the process of FIG. 9 described later. The resumption condition may be satisfied when is completed. The control device 280 may be configured to turn off the rescue lamp 286 and restart the process of FIG. 7 when the restart condition is satisfied.

Referring to FIG. 7, control device 280 transmits an R position signal indicating the current position of rescue vehicle 200 to management device 500 in S301. Control device 280 can specify the current position of rescue vehicle 200 using, for example, a GPS signal.

In S302, control device 280 determines whether or not a rescue request (S203 in FIG. 5) accompanied by position information of PHV vehicle 100 is received from management device 500. When the rescue request is received from the management device 500 (YES in S302), the series of processing in FIG. 7 ends through S303 and S304. On the other hand, when the rescue request is not received from management device 500 (NO in S302), the process of S303 and S304 is not performed and the process is returned to the main routine.

In S303, the control device 280 controls the NAVI system 250 to display the map on the TPD 251 and the position of the PHV vehicle 100 on the map. In S304, the control device 280 turns on the rescue lamp 286. The driver of the rescue vehicle 200 can head to the position of the PHV vehicle 100 while checking the map on the screen of the TPD 251.

Exhaust control when the rescue vehicle 200 is in the rescue mode and exhaust control when the rescue vehicle 200 is not in the rescue mode will be described below with reference to FIGS. 8 and 9. The control device 280 basically repeatedly executes the process of FIG. 8 (exhaust control during normal operation), but when a predetermined condition (hereinafter, also referred to as “rescue start condition”) is satisfied, the control device of FIG. Instead of the processing, the processing of FIG. 9 (exhaust control during rescue) is executed. Then, when the processing of FIG. 9 ends, the control device 280 repeatedly executes the processing of FIG. 8 again. The rescue start condition can be set arbitrarily.

FIG. 8 is a flowchart showing a processing procedure of the exhaust control during normal time which is executed by the control device 280 of the rescue vehicle 200. Referring to FIG. 8 together with FIG. 3, in S11, control device 280 determines whether or not engine 221 is operating. When the rescue vehicle 200 is traveling in the HV, YES is determined in S11, and when the rescue vehicle 200 is traveling in the EV or is parked, NO is determined in S11. When engine 221 is stopped (NO in S11), control device 280 closes all exhaust valves V1-V4 and V10 in S17, and then the process is returned to the main routine. The exhaust valve V5 is always closed except when the exhaust gas in the exhaust tank 294 is released to the atmosphere.

When the engine 221 is operating (YES in S11), the control device 280 opens the exhaust valve V10 (S12), and thereafter, each regulatory component in the exhaust gas detected by the gas concentration detection unit G2. (Hereinafter, also referred to as “G2 concentration”) is less than or equal to a predetermined threshold Th1 (hereinafter, also simply referred to as “Th1”) (S131). Th1 is set for each component. If the G2 concentrations of all the regulated components are Th1 or less, YES is determined in S131, and if the G2 concentrations of at least one of the regulated components exceeds Th1, NO is determined in S131.

When the G2 concentration is equal to or lower than Th1 (YES in S131), control device 280 controls exhaust valves V3 and V4 to be in the open state and the closed state, respectively (S14). On the other hand, when the G2 concentration exceeds Th1 (NO in S131), the control device 280 controls the exhaust valves V3 and V4 to be in the closed state and the open state (S132) until the G2 concentration becomes Th1 or less. stand by. During the standby, S131 and S132 are repeatedly executed, and the gas after combustion (engine exhaust) discharged from the engine 221 is guided to the exhaust tank 294 through the branch passage 236. When the G2 concentration becomes Th1 or less (YES in S131), the exhaust valves V3 and V4 are controlled to the open state and the closed state, respectively (S14). In this embodiment, if the first exhaust gas purification device 292 is normal, the exhaust gas is processed by the first exhaust gas purification device 292 to maintain the G2 concentration at Th1 or less. If the G2 concentration does not become Th1 or less even after a lapse of a predetermined time from the execution of S12, the processing of FIG. 8 may be stopped due to a timeout after performing the same processing as S161 and S162 described later.

When the process of S14 is executed, the exhaust valves V10, V3 are opened and the exhaust valves V1, V2, V4 are closed. As a result, the gas (engine exhaust) after combustion discharged from the engine 221 is guided to the first exhaust gas purification device 292 and the second exhaust gas purification device 293, and the first exhaust gas purification device 292 and the second exhaust gas purification device 293 respectively. in, each regulatory components in engine exhaust (CO, HC, NO _X) are reduced.

After the processing of S14, in S15, the control device 280 determines that the concentration of each restriction component in the exhaust gas (hereinafter, also referred to as "G3 concentration") detected by the gas concentration detection unit G3 is a predetermined threshold Th2 (hereinafter, simply " (Also referred to as “Th2”) or not. Th2 is set for each component. Th2 is a value equal to or smaller than the regulation value of the target regulation area and smaller than Th1 (S131). If the G3 concentrations of all the regulated components are Th2 or less, YES is determined in S15, and if the G3 concentration of at least one of the regulated components exceeds Th2, NO is determined in S15.

In this embodiment, if the second exhaust gas purification device 293 is normal, the G3 concentration becomes Th2 or less when the G2 concentration is Th1 or less. If the G3 concentration is equal to or lower than Th2 (YES in S15), the exhaust process is normally performed by the second exhaust purification device 293, and therefore the process is returned to the main routine.

On the other hand, when the G3 concentration exceeds Th2 (NO in S15), it is considered that the exhaust processing is not normally performed by the second exhaust purification device 293. Therefore, the control device 280 turns on a predetermined lamp (hereinafter, also referred to as “first abnormal lamp”) included in the notification device 285 in S161. The first abnormal lamp is provided at a position visible to the driver of rescue vehicle 200 (for example, a meter panel of rescue vehicle 200). The first abnormal lamp is a lamp that informs the user that an abnormality (excessive deterioration or the like) has occurred in the exhaust emission control device. Since the user (for example, the driver of the rescue vehicle 200) can recognize the occurrence of the abnormality in the exhaust gas purification device by the first abnormality lamp, the engine 221 is stopped at an appropriate timing according to the traveling situation of the rescue vehicle 200, and the EV traveling is performed. It becomes possible to take appropriate measures such as switching to.

After the processing of S161, in S162, control device 280 transmits an abnormality signal (hereinafter also referred to as “first abnormality signal”) indicating that abnormality has occurred in rescue vehicle 200 to management device 500. By receiving the first abnormality signal, the management device 500 can exclude the rescue vehicle 200 having an abnormality from the options in S202 of FIG.

FIG. 9 is a flowchart showing a processing procedure of exhaust control during rescue executed by the control device 280 of the rescue vehicle 200. The process of FIG. 9 is started when a predetermined rescue start condition is satisfied. In this embodiment, the rescue vehicle 200 parks near the PHV vehicle 100 and closes all of the exhaust valves V1 to V5 and V10. Then, the rescue operator uses the joint 400 to connect the exhaust port EP1 of the PHV vehicle 100 and the exhaust inlet 291 of the rescue vehicle 200. After that, when the rescue operator performs a predetermined operation on the input device 284 (for example, an operation of notifying the control device 280 that the preparation for the rescue is completed), the rescue start condition is satisfied and the process of FIG. 9 is started. ..

Referring to FIG. 9 together with FIG. 3, in S211, the control device 280 determines whether or not the detection values of the gas concentration detection units G1, G2, and G3 and the exhaust gas monitoring units M1 and M2 are normal, If at least one of the detected values is not normal (NO in S211), the process proceeds to S214, and if all the detected values are normal (YES in S211), the process proceeds to S212.

In S212, control device 280 turns on a predetermined lamp (hereinafter, also referred to as “start lamp”) included in notification device 285. The start lamp is a lamp that prompts the user (for example, a rescue worker) to start the engine 121 of the PHV vehicle 100. The start lamp may be provided inside the vehicle interior of the rescue vehicle 200 (for example, a meter panel) or outside the vehicle interior of the rescue vehicle 200 (for example, near the joint 400).

After the processing of S212, in S213, control device 280 determines whether or not engine 121 of PHV vehicle 100 has operated using the detection value (for example, exhaust pressure) of exhaust monitoring unit M1. For example, when the exhaust pressure detected by the exhaust monitoring unit M1 (hereinafter, also referred to as “M1 pressure”) becomes equal to or higher than a predetermined value, the rescue worker operates the engine 121 of the PHV vehicle 100 (in S213). YES) and the process proceeds to S22. While the exhaust gas management system 290 is normal and the engine 121 of the PHV vehicle 100 is in a stopped state (a period determined to be YES in S211 and NO in S213), S211 to S213 are repeatedly executed. ..

If NO is determined in S211 (for example, if the detected value is abnormally large, the detected value is abnormally small, or the fluctuation of the detected value is abnormally large), the exhaust management system 290 has an abnormality (sensor). Of the exhaust valve or malfunction of the exhaust valve), the control device 280 cancels the rescue, and after performing S214 and S215 described below, ends the series of processes in FIG. To do.

In S214, control device 280 turns on a predetermined lamp (hereinafter, also referred to as “second abnormal lamp”) included in notification device 285. The second abnormality lamp may be provided inside the vehicle interior of the rescue vehicle 200 (for example, a meter panel) or outside the vehicle interior of the rescue vehicle 200 (for example, near the joint 400). The second abnormality lamp is a lamp that notifies the user that an abnormality has occurred in the exhaust gas management system 290. After the processing of S214, the control device 280 transmits an abnormality signal (hereinafter, also referred to as a "second abnormality signal") indicating that the rescue vehicle 200 has an abnormality to the management device 500 in S215. The management device 500 can recognize that the rescue vehicle 200 has stopped the rescue by receiving the second abnormal signal from the rescue vehicle 200, and therefore the other rescue vehicle 200 in order to rescue the PHV vehicle 100. It is possible to take appropriate measures such as allocating vehicles.

In S22, the control device 280 opens the exhaust valve V1. Thus, the exhaust (external exhaust) of the PHV vehicle 100 input to the exhaust inlet 291 is guided to the first exhaust purification device 292. Since the processing contents of S231, S232, S24, and S25 following S22 are the same as those of S131, S132, S14, and S15 of FIG. 8, respectively, description thereof will be omitted. If NO is determined in S25, the process proceeds to S271, and if YES is determined in S25, the process proceeds to S26.

When the G3 concentration exceeds Th2 (NO in S25), it is considered that the second exhaust purification device 293 is not performing the exhaust process normally, and therefore control device 280 cancels the rescue of PHV vehicle 100. .. More specifically, in S271, control device 280 turns on a predetermined lamp (hereinafter, also referred to as “stop lamp”) included in notification device 285. The stop lamp is a lamp that prompts the user to stop the engine 121 of the PHV vehicle 100. The stop lamp may be provided inside the vehicle interior of the rescue vehicle 200 (for example, a meter panel) or outside the vehicle interior of the rescue vehicle 200 (for example, near the joint 400).

After the processing of S271, the control device 280 closes each of the exhaust valves V1 and V3 (S272), and then the engine 121 of the PHV vehicle 100 uses the detection value (for example, exhaust pressure) of the exhaust monitoring unit M1. Determine whether it has stopped. For example, when M1 pressure is less than the predetermined value, it is determined that the rescue worker has stopped engine 121 of PHV vehicle 100 (YES in S273), and the process proceeds to S275. On the other hand, when M1 pressure is equal to or higher than the predetermined value, engine 121 is determined to be in the operating state (NO in S273), and in S274, control device 280 opens exhaust valve V2. While the engine 121 of the PHV vehicle 100 is in an operating state (a period determined to be NO in S273), S273 and S274 are repeatedly executed, and the exhaust gas of the rescue vehicle 200 is guided to the exhaust tank 294 through the branch passage 235. ..

In S275, the control device 280 controls the exhaust valve V2 to the closed state. Subsequently, the control device 280 terminates the series of processing in FIG. 9 after performing S276 and S277 described below.

In S276, control device 280 turns on a predetermined lamp (hereinafter, also referred to as “third abnormal lamp”) included in notification device 285. The third abnormality lamp may be provided inside the vehicle interior of the rescue vehicle 200 (for example, a meter panel) or outside the vehicle interior of the rescue vehicle 200 (for example, near the joint 400). The third abnormal lamp indicates that the rescue has been stopped due to an abnormality in the exhaust emission control device, and the state where the connection between the exhaust inlet 291 and the discharge port EP1 can be released (that is, the joint 400 can be removed) is displayed by the user. It is a lamp to inform. After the processing of S276, control device 280 transmits an abnormality signal (hereinafter, also referred to as “third abnormality signal”) indicating that abnormality has occurred in rescue vehicle 200 to management device 500 in S277. The management device 500 can recognize that the rescue vehicle 200 has canceled the rescue by receiving the third abnormal signal from the rescue vehicle 200, and thus the rescue device 200 can rescue the PHV vehicle 100. It is possible to take appropriate measures such as allocating vehicles.

If the G3 concentration is equal to or lower than Th2 (YES in S25), it is considered that the exhaust processing is normally performed by the first exhaust purification device 292 and the second exhaust purification device 293. In this case, in S26, the control device 280 determines that the concentration of each restriction component in the exhaust gas (hereinafter, also referred to as “G1 concentration”) detected by the gas concentration detection unit G1 is a predetermined threshold value Th3 (hereinafter, simply “Th3”). Also referred to as)) It is determined whether or not the following. Th3 is a threshold value for determining whether or not the catalytic converter 135 of the PHV vehicle 100 connected to the rescue vehicle 200 has been activated. Th3 is set for each component. If the G1 concentrations of all the regulated components are Th3 or less, YES is determined in S26, and if the G1 concentrations of at least one of the regulated components exceeds Th3, NO is determined in S26. When the catalytic converter 135 is in the inactive state, NO is determined in S26, and S25 and S26 are repeatedly executed until the catalytic converter 135 is in the active state. When catalytic converter 135 is activated, YES is determined in S26, and the process proceeds to S28.

In S28, control device 280 turns on a predetermined lamp (hereinafter, also referred to as “completion lamp”) included in notification device 285. The completion lamp may be provided inside the vehicle interior of the rescue vehicle 200 (for example, a meter panel) or outside the vehicle interior of the rescue vehicle 200 (for example, near the joint 400). The completion lamp is a lamp that informs the user that the rescue by the rescue vehicle 200 has been normally completed and the exhaust inlet 291 and the discharge port EP1 can be disconnected (that is, the joint 400 can be removed). .. With this S28, the series of processing in FIG. 9 ends.

As described above, the rescue vehicle 200 according to this embodiment is configured to be connectable to the PHV vehicle 100 (vehicle subject to regulation). In the rescue vehicle 200, the exhaust gas of the PHV vehicle 100 connected to the exhaust inlet 291 is guided to the exhaust gas purification device (first exhaust gas purification device 292 and second exhaust gas purification device 293) and the exhaust gas storage section (exhaust tank 294). Is composed of.

When the exhaust valves V1, V3 are open and the exhaust valves V10, V2, V4, V5 are closed (S22, S24 in FIG. 9), the exhaust of the PHV vehicle 100 is the first exhaust purification device 292 and the second exhaust purification device 292. The exhaust gas is guided to the exhaust gas purification device 293, and the exhaust gas is purified by the first exhaust gas purification device 292 and the second exhaust gas purification device 293 so as to satisfy the exhaust gas regulations of the target regulation area. Therefore, in the target restricted area, the engine 121 is operated by operating the engine 121 of the PHV vehicle 100 while guiding the exhaust gas of the PHV vehicle 100 to the first exhaust gas purification device 292 and the second exhaust gas purification device 293. Exhaust regulations are also met.

When the exhaust valves V1, V4 are open and the exhaust valves V10, V2, V5 are closed (S22, S232 in FIG. 9), the exhaust gas of the PHV vehicle 100 is guided to the exhaust tank 294 and is then sent to the exhaust tank 294. Be stored. Also, when the exhaust valve V2 is open and the exhaust valves V10, V1, V3, V4, V5 are closed (S272, S274 in FIG. 9), the exhaust gas of the PHV vehicle 100 is guided to the exhaust tank 294, It is stored in the exhaust tank 294. Since the exhaust tank 294 has an airtightness capable of storing the exhaust gas of the PHV vehicle 100, the exhaust gas of the PHV vehicle 100 stored in the exhaust tank 294 is not released into the atmosphere. Therefore, in the target restricted area, the exhaust gas regulation is satisfied even when the engine 121 operates by operating the engine 121 of the PHV vehicle 100 while guiding the exhaust gas of the PHV vehicle 100 to the exhaust tank 294.

In the target regulation area, by operating the engine 121 of the PHV vehicle 100 while satisfying the exhaust regulation as described above, the catalytic converter 135 of the PHV vehicle 100 is changed from the inactive state to the active state by the exhaust heat of the engine 121. You can As described above, according to the rescue vehicle 200 described above, the catalytic converter 135 of the PHV vehicle 100 is changed from the inactive state to the active state in the target regulated area without releasing components exceeding the regulation value (upper limit emission amount) into the atmosphere. It becomes possible to When the catalytic converter 135 is in the active state, the PHV vehicle 100 can travel in the target restricted area while satisfying the exhaust gas regulations by the HV traveling. The PHV vehicle 100 can also drive the power storage device 110 by engine power generation and travel in the target restricted area while satisfying the exhaust gas regulations by EV running. For this reason, the PHV vehicle 100 can escape from the target restricted area without performing illegal traveling.

The rescue operator can release the exhaust gas in the exhaust tank 294 to the atmosphere by opening the exhaust valve V5 outside the target restricted area (for example, a predetermined exhaust gas processing site).

Note that the control device 280 opens the exhaust valves V3, V4 and closes the exhaust valves V10, V1, V2, V5 during the EV traveling of the rescue vehicle 200 to discharge the exhaust gas in the exhaust tank 294 to the atmosphere. It may be configured to release. The rescue vehicle 200 may be configured such that the opening degree of the exhaust valve V4 can be continuously changed by the control device 280. The opening degree of the exhaust valve V4 may be adjusted by the control device 280 so that the exhaust gas in the exhaust tank 294 is gradually released into the atmosphere while the rescue vehicle 200 is traveling in the EV. Further, the control device 280 may be configured to control the open/closed state (flow/shutoff) of the exhaust valve V5. The rescue vehicle 200 may be configured such that the opening degree of the exhaust valve V5 can be continuously changed by the control device 280. The opening degree of the exhaust valve V5 may be adjusted by the control device 280 so that the exhaust gas in the exhaust tank 294 is gradually released into the atmosphere while the rescue vehicle 200 is traveling in the EV.

In the above embodiment, the tank (exhaust tank 294) is used as an example of the exhaust gas storage unit, but a balloon may be used instead of the tank. The rescue vehicle 200 according to the above-described embodiment includes both the exhaust gas purification device (first exhaust gas purification device 292 and the second exhaust gas purification device 293) and the exhaust gas storage portion (exhaust tank 294), but omits one of them. Good.

Although the rescue vehicle 200 according to the above embodiment is a PHV vehicle, the rescue vehicle may be an EV vehicle. Further, the rescue vehicle may be a container vehicle. The hybrid vehicle (vehicle to be regulated) may be housed in a container of the rescue vehicle and the catalyst of the hybrid vehicle may be warmed up in the container.

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

1 vehicle monitoring system, 2 communication network, 4 mobile terminal, 6 map database, 100 PHV vehicle, 110, 210 power storage device, 111, 211 monitoring unit, 120, 220 traveling drive device, 121, 221 engine, 122, 123, 222 , 223 MG, 124, 224 power split device, 125, 225 PCU, 126, 226 drive shaft, 131, 231 oil supply port, 132, 232 fuel tank, 133, 233 fuel pump, 134, 234 exhaust passage, 135 catalytic converter, 136 temperature sensor, 141,241 power inlet, 142,242 charger, 150,250 NAVI system, 151,251 TPD, 152,252 GPS module, 160,260,540 communication device, 180,280 control device, 181,281 , 510 processor, 182, 282, 520 RAM, 183, 283, 530 storage device, 184, 284 input device, 185, 285 notification device, 200 rescue vehicle, 235, 236 branch passage, 237 exhaust emission pipe, 286 rescue lamp, 290 Exhaust gas management system, 291 Exhaust inlet, 292 First exhaust gas purification device, 293 Second exhaust gas purification device, 294 Exhaust tank, 310 Refueling facility, 321 Power feeding facility, 322 Charging connector, 400 joint, 500 management device, EP1, EP2 EP3 outlet, G1, G2, G3 gas concentration detection unit, M1, M2 exhaust monitoring unit, R100 target regulated area, V1, V2, V3, V4, V5, V10 exhaust valve.

Claims (1)

A rescue vehicle that rescues a hybrid vehicle within a predetermined exhaust emission control area in which an upper limit emission amount of a predetermined component emitted from an automobile is set,
The hybrid vehicle includes an internal combustion engine and an electric motor that generate a driving force, a power storage device that supplies electric power to the electric motor, an exhaust passage connected to the internal combustion engine, and an exhaust passage that is provided in the exhaust passage. A catalyst that is activated by exhaust heat is provided, and when the catalyst is in an activated state, the internal combustion engine can be operated while satisfying exhaust regulations in the exhaust regulation area,
The rescue vehicle is configured to be capable of traveling in the exhaust gas regulation area while satisfying the exhaust gas regulation, and configured to receive a rescue request for requesting rescue of the hybrid vehicle in the exhaust gas regulation area,
The rescue vehicle includes at least one of an exhaust gas purification device that reduces the predetermined component in the exhaust gas of the hybrid vehicle to the upper limit emission amount or less, and an exhaust gas storage unit that has an airtightness that can store the exhaust gas of the hybrid vehicle. A rescue vehicle, which is configured to be connectable to the hybrid vehicle and configured to guide exhaust gas of the connected hybrid vehicle to at least one of the exhaust gas purification device and the exhaust gas storage unit.

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