JP2023044090A - Hybrid vehicle, server, and oil supply method of hybrid vehicle - Google Patents

Abstract

To inhibit malfunction of an engine mounted on a hybrid vehicle.SOLUTION: A vehicle 1, a hybrid vehicle, includes: an engine 143 which consumes a fuel stored in a fuel tank 142 to generate driving force; a power reception device 181 configured to receive electric power from a transmission device 6 in a non-contact manner; a battery 11 which is charged with the electric power received by the power reception device 181; motor generators 151, 152 which consume the electric power stored in the battery 11 to generate driving force; and an ECU 10 which controls the engine 143 and the motor generators 151, 152. The ECU 10 acquires electric power supply spot information indicating an installation situation of the transmission device 6 in an area where the vehicle 1 travels in a predetermined period to calculate an amount of the oil to be supplied to the fuel tank 142 based on the electric power supply spot information.SELECTED DRAWING: Figure 11

Description

The present disclosure relates to a hybrid vehicle, a server, and a method of refueling a hybrid vehicle.

In general, if a long period of time passes without consumption of fuel such as gasoline stored in a fuel tank, the fuel may deteriorate. When the engine is driven with degraded fuel, there is a possibility that the engine may be more likely to malfunction due to knocking or the like. Therefore, techniques have been proposed that take fuel deterioration into account. For example, Japanese Patent Application Laid-Open No. 2010-242692 (Patent Document 1) discloses a control device capable of presenting the driver with an appropriate refueling amount that can be consumed in a predetermined fuel consumption period during which the fuel does not deteriorate. The control device calculates an appropriate fuel supply amount that can be consumed in a predetermined fuel consumption period based on the fuel consumption amount or vehicle operation information for each predetermined period in the past.

JP 2010-242692 A

The inventors of the present invention focused on the point that charging may be performed frequently depending on the configuration of the hybrid vehicle as described later. As a result, the hybrid vehicle can travel long distances without consuming fuel (so-called EV travel), which can lead to deterioration of the fuel. As a result, engine failure can occur.

The present disclosure has been made to solve the above problems, and an object of the present disclosure is to suppress failure of an engine mounted on a hybrid vehicle.

(1) A hybrid vehicle according to an aspect of the present disclosure includes an engine that consumes fuel stored in a fuel tank to generate driving force, and a power receiving device configured to receive power from a power transmitting device in a contactless manner. , a battery that is charged with power received by the power receiving device, a motor that consumes the power stored in the battery to generate driving force, and a control device for the engine and the motor. The control device acquires power supply spot information indicating the installation status of the power transmission device in an area where the hybrid vehicle has traveled for a predetermined period of time, and calculates the amount of fuel to be supplied to the fuel tank based on the power supply spot information.

(2) The power supply spot information includes information representing the accessibility to the power transmission device in the area where the hybrid vehicle traveled during the predetermined period. The control device calculates a smaller fuel supply amount as the accessibility to the power transmission device is higher.

(3) The power supply spot information includes information about the number of installed power transmission devices or the installation distance of the power transmission device along the route traveled by the hybrid vehicle during the predetermined period.

(4) The power supply spot information includes installation density of power transmission devices. The installation density is a ratio obtained by dividing the number of installed power transmission devices or the installation distance on a route traveled by hybrid vehicles during a predetermined period by the route length traveled by hybrid vehicles during a predetermined period.

(5) The power supply spot information includes information on the number of power transmission devices installed or the installation distance in an area where the hybrid vehicle has traveled during a predetermined period.

(6) The power supply spot information includes installation density of power transmission devices. The installation density is a ratio obtained by dividing the number of power transmission devices installed or the installation distance on a route traveled by a hybrid vehicle during a predetermined period by the area of an area traveled by the hybrid vehicle during the predetermined period.

(7) The hybrid vehicle is configured to allow plug-in charging with electric power supplied from the charging facility via the charging cable. The control device calculates the amount of fuel to be supplied based on the frequency of plug-in charging of the hybrid vehicle and the power supply spot information.

In the configurations (1) to (7) above, the fuel supply amount is calculated based on the power supply spot information. The power supply spot information includes information representing the accessibility to the power transmission device in the area where the hybrid vehicle traveled during the predetermined period. The higher the accessibility to the power transmission device, the greater the amount of power that can be received from the power transmission device in a contactless manner, so the fuel consumption of the engine can be reduced. Therefore, since it is possible to avoid excessive refueling that cannot be completely consumed, deterioration of the fuel stored in the fuel tank can be prevented. As a result, engine failure can be suppressed.

(8) A server according to another aspect of the present disclosure provides information to a hybrid vehicle. The server comprises a processor and memory storing programs executable by the processor. A hybrid vehicle has an engine that consumes fuel stored in a fuel tank to generate driving force, a power receiving device configured to receive power from a power transmitting device in a contactless manner, and the power received by the power receiving device for charging. and a motor that consumes the electric power stored in the battery to generate driving force. The memory stores power supply spot information indicating the installation status of the power transmission device in the area where the hybrid vehicle has traveled for a predetermined period of time. The processor provides the hybrid vehicle with the amount of fuel to be supplied to the fuel tank calculated based on the power supply spot information.

(9) In a method for refueling a hybrid vehicle according to still another aspect of the present disclosure, the hybrid vehicle receives electric power contactlessly from an engine that consumes fuel stored in a fuel tank to generate driving force and a power transmission device. It includes a power receiving device configured to be able to receive power, a battery charged by the power received by the power receiving device, and a motor that consumes the power stored in the battery to generate driving force. The fueling method includes the steps of acquiring power supply spot information indicating the installation status of the power transmission device in an area where the hybrid vehicle has traveled for a predetermined period of time, and calculating the amount of fuel to be supplied to the fuel tank based on the power supply spot information.

The configuration (8) or the method (9) can also suppress engine failures in the same manner as the configuration (1).

According to the present disclosure, failure of an engine mounted on a hybrid vehicle can be suppressed.

1 is a diagram showing a schematic configuration of an information processing system according to an embodiment; FIG. It is a block diagram which shows the typical hardware constitutions of a server. 1 is a block diagram showing a typical hardware configuration of a vehicle; FIG. It is a figure which shows the mode of the non-contact electric power transmission from a power transmission apparatus to a vehicle. It is a figure which shows an example of the installation condition of a power transmission apparatus. It is a figure which shows another example of the installation condition of a power transmission apparatus. FIG. 4 is a diagram for explaining an example of a method of calculating a power supply spot index; FIG. FIG. 10 is a diagram for explaining another example of a method of calculating a power supply spot index; FIG. 10 is a diagram showing an example of a correspondence relationship between a power supply spot index and an oil supply amount; 4 is a flow chart showing a processing procedure of refueling amount determination processing in the present embodiment. FIG. 5 is a sequence diagram for explaining the flow of processing executed in basic fuel supply amount calculation processing; FIG. 4 is a conceptual diagram showing an example of a map used for calculating a basic fuel supply amount; FIG. 5 is a sequence diagram for explaining the flow of processing executed in the refueling amount correction processing; FIG. 4 is a conceptual diagram showing an example of a correction coefficient used for correcting the basic oil supply amount;

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

[Embodiment]
<Schematic configuration of information processing system>
FIG. 1 is a diagram showing a schematic configuration of an information processing system according to this embodiment. Information processing system 1000 includes a plurality of vehicles 1A, 1B, 1C and server 2 . Although three vehicles 1A, 1B, and 1C are shown in FIG. 2, the number of vehicles is not limited to this. For convenience of explanation, any one of the plurality of vehicles 1A, 1B, and 1C is hereinafter referred to as "vehicle 1".

The server 2 is connected to each vehicle 1 via a network 9 so as to be able to communicate with each other. The server 2 is an in-house server of a company that provides various information to the vehicle 1 (for example, the manufacturer of the vehicle 1). The server 2 may be a shared server shared by a plurality of companies including the company concerned. The server 2 may be a cloud server provided by a cloud server management company.

<Server configuration>
FIG. 2 is a block diagram showing a typical hardware configuration of the server 2. As shown in FIG. The server 2 includes a processor 21 , a memory 22 , an input device 23 , a display 24 and a communication interface (IF) 25 . The memory 22 includes a ROM (Read Only Memory) 221 , a RAM (Random Access Memory) 222 and a HDD (Hard Disk Drive) 223 .

The processor 21 is communicably connected to a ROM 221, a RAM 222, an HDD 223, an input device 23, a display 24, a communication IF 25, and a bus or the like. Processor 21 controls the overall operation of server 2 . Memory 22 stores an operating system and application programs that are executed by processor 21 . The input device 23 receives user input. The input device 23 is typically a keyboard and mouse. The display 24 displays various information. Communication IF 25 is an interface for communicating with each vehicle 1 .

<Vehicle configuration>
FIG. 3 is a block diagram showing a typical hardware configuration of vehicle 1. As shown in FIG. Vehicle 1 is a plug-in hybrid vehicle (PHEV: Plug-in Hybrid Electric Vehicle) in this example. However, the vehicle 1 may be a normal hybrid vehicle (HEV: Hybrid Electric Vehicle) that does not support so-called plug-in charging.

The vehicle 1 includes a battery 11, a system main relay (SMR) 12, a PCU (Power Control Unit) 13, a fuel filler port 141, a fuel tank 142, an engine 143, and motor generators 151 and 152. , a power split device 153, a driving wheel 154, a power converter 16, an inlet 171, a relay 172, a power receiving device 181, a relay 182, a communication module 191, and a GPS (Global Pointing System) receiver 192. , and the ECU 10 .

Battery 11 supplies electric power for generating driving force of vehicle 1 to motor generators 151 and 152 . In addition, battery 11 stores charging power supplied from the outside and regenerative power generated by motor generators 151 and 152 . Battery 11 is an assembled battery including a plurality of cells (not shown). Each cell is a secondary battery such as a lithium-ion secondary battery or a nickel-hydrogen secondary battery.

A monitoring unit 110 is provided in the battery 11 . Monitoring unit 110 includes a voltage sensor, a current sensor, and a temperature sensor (not shown). A voltage sensor detects the voltage of the battery 11 . The current sensor detects current input to and output from battery 11 . A temperature sensor detects the temperature of the battery 11 . Each sensor outputs its detection result to the ECU 10 .

SMR 12 is electrically connected between battery 11 and PCU 13 . The SMR 12 is closed/opened according to control instructions from the ECU 10 .

PCU 13 is electrically connected between SMR 12 and motor generators 151 and 152 . PCU 13 includes a converter 131 and inverters 132 and 133 . PCU 13 performs bidirectional power conversion between battery 11 and motor generators 151 and 152 when SMR 12 is closed.

Refueling port 141 is configured such that refueling nozzle 8 is inserted during refueling. Fuel tank 142 is connected to fuel filler port 141 via a fuel pipe. The fuel tank 142 stores fuel such as gasoline, light oil, and bioethanol. Engine 143 is an internal combustion engine such as a gasoline engine or a diesel engine. The engine 143 generates driving force for the vehicle 1 to run according to control commands from the ECU 10 .

Motor generator 151 is connected to a crankshaft of engine 143 via power split device 153 . The motor generator 151 rotates the crankshaft of the engine 143 using the electric power of the battery 11 when starting the engine 143 . Also, the motor generator 151 can generate power using the power of the engine 143 . AC power generated by motor generator 151 is converted into DC power by PCU 13 and battery 11 is charged with the DC power. Also, AC power generated by the motor generator 151 may be supplied to the motor generator 152 .

Motor generator 152 uses at least one of electric power from battery 11 and electric power generated by motor generator 151 to rotate the drive shaft. Motor generator 152 can also generate power by regenerative braking. AC power generated by motor generator 152 is converted into DC power by PCU 13 and battery 11 is charged with the DC power.

Power split device 153 is, for example, a planetary gear mechanism, and mechanically couples three elements: the crankshaft of engine 143, the rotation shaft of motor generator 151, and the drive shaft.

Power converter 16 is connected between SMR 12 and relay 172 and between SMR 12 and relay 182 . Power converter 16 includes, for example, an AC/DC converter. Power converter 16 converts AC power supplied from the outside via inlet 171 or power receiving device 181 into DC power for charging battery 11 in accordance with a control command from ECU 10 .

Inlet 171 is configured to be electrically connected to charging connector 7 of a charging facility (not shown) during plug-in charging. Relay 172 is electrically connected between inlet 171 and power converter 16 . Relay 172 is closed/opened according to a control command from ECU 10 . When the relay 172 is closed and the SMR 12 is closed, electric power can be transferred between the inlet 171 and the battery 11 .

Power receiving device 181 is arranged, for example, on the bottom surface of a floor panel that forms the bottom surface of vehicle 1 (see FIG. 4). Power receiving device 181 includes a power receiving coil 181A. The power receiving coil 181A receives power transmitted from the power transmission device 6 in a non-contact manner. Relay 182 is electrically connected between power receiving device 181 and power converter 16 . Relay 182 is closed/opened according to a control command from ECU 10 . When the relay 182 is closed and the SMR 12 is closed, electric power can be transferred between the power receiving device 181 and the battery 11 .

The communication module 191 is a DCM (Digital Communication Module) capable of two-way communication with the server 2 . GPS receiver 192 identifies the current position of vehicle 1 based on radio waves transmitted from an artificial satellite (not shown).

The vehicle 1 indicates the current position of the vehicle 1, the execution timing of plug-in charging, the amount of charging by the plug-in charging, the amount of contactless charging by the power receiving device 181, the amount of fuel supplied to the fuel tank 142, and the amount of fuel consumed by the fuel tank 142. etc. to the server 2 using the communication module 191 . The server 2 stores the information received from the vehicle 1 in the memory 22 (database).

The ECU 10, like the server 2, includes a processor 101, a memory 102, and an input/output port (not shown). The ECU 10 controls devices according to signals from sensors and the like so that the vehicle 1 is in a desired state. Main controls executed by the ECU 10 include plug-in charging for charging the on-vehicle battery 11 with electric power transmitted from an external charging facility via the charging connector 7, and electric power transmitted from the external power transmission device 6 in a contactless manner. Non-contact charging, in which the vehicle-mounted battery 11 is charged with electric power, is exemplified. Non-contact charging will be described in more detail. The ECU 10 may be divided into a plurality of ECUs for each function.

<Contactless power transmission>
FIG. 4 is a diagram showing a state of contactless power transmission from the power transmission device 6 to the vehicle 1. As shown in FIG. The power transmission device 6 includes multiple power transmission units 61 to 66 and a controller 60 . Although FIG. 4 shows an example in which the number of power transmission units is six, the number of power transmission units is not particularly limited, and may be more.

A plurality of power transmission units 61 to 66 are arranged in a row on the road surface (which may be a side wall) along the travel route of the vehicle 1 . The plurality of power transmission units 61-66 include power transmission coils 611-661, respectively. Each power transmission coil 611-661 is electrically connected to an AC power supply (not shown). Although not shown, each of the power transmission units 61 to 66 is provided with a sensor (optical sensor, weight sensor, etc.) for detecting passage of the vehicle 1 .

The controller 60 identifies the travel position of the vehicle 1 based on the detection signals from each sensor. Then, the controller 60 supplies AC power from the AC power supply to the power transmission coils in the power transmission units 61 to 66 above which the vehicle 1 is positioned.

Specifically, for example, when vehicle 1 is detected above power transmission unit 61 , controller 60 supplies AC power to power transmission coil 611 . Then, an alternating current flows through the power transmission coil 611 and an electromagnetic field is formed around the power transmission coil 611 . A power receiving coil 181A in the power receiving device 181 receives power in a contactless manner through the electromagnetic field. After that, when the vehicle 1 is no longer detected above the power transmission unit 61 , the controller 60 stops supplying AC power to the power transmission coil 611 . By performing such a series of controls for each of the power transmission units 61 to 66, electric power can be transmitted to the vehicle 1 in motion without contact. Of course, contactless power transmission to the vehicle 1 stopped on the power transmission unit is also possible.

Note that the controller 60 may supply AC power based on the result of two-way communication with the vehicle 1 (such as a power supply request from the vehicle 1) instead of the detection result by the sensor.

FIG. 5 is a diagram showing an example of an installation situation of the power transmission device 6. As shown in FIG. FIG. 6 is a diagram showing another example of the installation situation of the power transmission device 6. As shown in FIG. As shown in FIG. 5, the power transmission device 6 can be installed at a vehicle stop position, such as before a stop line provided at an intersection. As a result, the battery 11 can be charged with electric power supplied in a contactless manner from the power transmission device 6 while the vehicle 1 is stopped for waiting for a signal.

Moreover, as shown in FIG. 6, the power transmission device 6 may be installed, for example, in a driving lane such as a highway. As a result, even when the vehicle 1 is running, it is possible to continue running with the electric power supplied from the power transmission device 6 in a non-contact manner.

<Degradation of fuel>
The fuel stored in fuel tank 142 can degrade if it is not consumed for a long period of time. When the engine 143 is driven with degraded fuel, there is a possibility that the engine 143 is likely to break down due to knocking or the like. Therefore, in the present embodiment, when calculating the amount of fuel to be supplied to fuel tank 142, "power supply spot information" that reflects the installation status of power transmission device 6 in the travel area of vehicle 1 is used. An example in which the server 2 manages power supply spot information will be described below.

In this embodiment, the power supply spot information includes a "power supply spot index". The power supply spot index is an index representing the accessibility to the power transmission device 6 in an area where the vehicle 1 has traveled during a predetermined period of time in the past. The higher the accessibility to the power transmission device 6, the higher the power supply spot index. The predetermined period in the past is a period during which the travel area of the vehicle 1, in other words, the user's range of activities (living area) in daily life can be specified. The specific length of the predetermined period is not particularly limited, and may be, for example, one week, one month, or three months.

FIG. 7 is a diagram for explaining an example of a method of calculating a power supply spot index. The power supply spot index is, for example, the number (unit: units) of the power transmission devices 6 installed on the route traveled by the vehicle 1 during a predetermined period in the past. The power supply spot index may be the installation distance (unit: km) of the power transmission device 6 on the above route. The location of the power transmission device 6 is stored in the memory 22 of the server 2 together with the map information, so the server 2 knows it.

The power supply spot index may be the installation density of the power transmission devices 6 on the route traveled by the vehicle 1 during a predetermined period of time in the past. The installation density of the power transmission devices 6 is a value (unit: units/km) obtained by dividing the number of installed power transmission devices 6 by the route length traveled by the vehicle 1 (travel distance of the vehicle 1), or the installation distance of the power transmission devices 6. is divided by the route length traveled by the vehicle 1 (unit: %).

More specifically, based on the current position information (GPS information) of the vehicle 1, the route can be classified into the following three types. That is, (1) a first route L1 on which the vehicle 1 traveled during a predetermined period in the past and on which the power transmission device 6 is installed; (3) a third route L3 on which the vehicle 1 has not traveled for a predetermined period of time in the past.

For example, the number of installed power transmission devices 6 on the first route L1 can be used as the power supply spot index. The power supply spot index may be the installation distance of the power transmission device 6 on the first route L1. The power supply spot index may be a value obtained by dividing the installed number or installed distance of the power transmission devices 6 on the first route L1 by the total length of the first route L1 and the second route L2.

FIG. 8 is a diagram for explaining another example of the method of calculating the power supply spot index. The power supply spot index may be, for example, the number (unit: units) or the installation distance (unit: km) of power transmission devices 6 in an area (for example, user's living area) in which vehicle 1 traveled during a predetermined period in the past. . The power supply spot index may be the installation density (unit: units/km ² ) of the power transmission devices 6 in the area where the vehicle 1 has traveled in the past predetermined period.

Here, the installation density of the power transmission devices 6 is, for example, a value obtained by dividing the number of installed power transmission devices 6 by the area of the region traveled by the vehicle 1 (unit: vehicles/km ² ), or the installation distance of the power transmission devices 6. is divided by the area where the vehicle 1 has traveled (unit: km/km ² ).

As the area of the region traveled by the vehicle 1, for example, the area of an administrative district (such as a municipality) representing the living area of the user can be used. Alternatively, as the area of the area where the vehicle 1 travels, for example, the area of the area where the vehicle 1 stays for a long time (area represented by red or orange when the distribution of the stay time is represented by a heat map) may be used. good.

FIG. 9 is a diagram showing an example of a correspondence relationship between a power supply spot index and a fuel supply amount. In FIG. 9, the horizontal axis represents the power supply spot index, and the vertical axis represents the oil supply amount. The higher the feed spot index, the less refueling. Although FIG. 9 shows an example in which the oil supply amount decreases linearly as the power supply spot index increases, the oil supply amount may decrease in a curved or stepwise manner. By predetermining the corresponding relationship as shown in FIG. 9 by simulation or experiment, the fuel supply amount can be determined from the power supply spot index.

<Processing flow>
FIG. 10 is a flow chart showing the procedure of the refueling amount determination process according to the present embodiment. In the oil supply amount determination process of this example, after the oil supply amount is calculated as described with reference to FIGS. 7 to 9, the calculated oil supply amount is corrected as necessary. The oil supply amount before correction is described as "basic oil supply amount F0".

The flowchart shown in FIG. 10 is executed, for example, when a predetermined condition is satisfied (for example, every predetermined period). Each step below is realized by software processing by the ECU 10 of the vehicle 1 , but may be realized by hardware (electric circuit) arranged in the ECU 10 . Further, the server 2 may be the subject of execution of each process. A step is abbreviated as S below.

In S1, the ECU 10 determines whether the travel area of the vehicle 1 has changed from the past travel area. This process is for recalculating the basic fuel supply amount F0 when the user's living area (driving area of the vehicle 1) is changed due to, for example, the user moving. For example, while the past driving area of vehicle 1 was mainly in A city, the current main driving area of vehicle 1 is in B city. becomes shorter, the ECU 10 can determine that the driving area of the vehicle 1 has changed from the past driving area.

If the travel area of vehicle 1 has changed from the past travel area (YES in S1), ECU 10 advances the process to S2 and executes a basic fuel supply amount calculation process. If the travel area of vehicle 1 has not changed from the past travel area (NO in S1), ECU 10 skips the process of S2.

In S<b>3 , the ECU 10 determines whether the basic fuel supply amount F<b>0 is excessive or insufficient in light of the actual fuel consumption of the vehicle 1 . This processing is for correcting and increasing or decreasing the basic fuel supply amount F0 when there is an excess or deficiency between the current basic fuel supply amount F0 and the actual fuel consumption amount (required fuel supply amount). . More specifically, when the current basic refueling amount F0 is excessive with respect to the fuel consumption (such as when the fuel is not completely consumed during a prescribed period (for example, half a year) and there is fuel remaining), the vehicle 1, the server 2 decreases the basic fuel supply amount F0 by correction. On the other hand, when the current basic refueling amount F0 is insufficient for the fuel consumption (for example, when refueling is required more than a specified number of times (for example, 3 times or more) during a specified period (for example, half a year)), The server 2 increases the basic oil supply amount F0 by correction.

If there is an excess or deficiency in the current basic oil supply amount F0 (YES in S3), the ECU 10 advances the process to S4 to execute an oil supply amount correction process. If the basic fuel supply amount F0 is not excessive or insufficient (NO in S3), the ECU 10 skips the processing of S4.

FIG. 11 is a sequence diagram for explaining the flow of processing executed in the basic fuel supply amount calculation processing. In the drawing, the processing executed by the server 2 is shown on the left side, and the processing executed by the vehicle 1 (ECU 10) is shown on the right side. The sequence is hereinafter referred to as "SQ". The same applies to the sequence diagram of FIG. 13, which will be described later.

In SQ11, the ECU 10 determines that the vehicle 1 has arrived at the gas station. Whether the vehicle 1 has arrived at the gas station can be determined based on GPS information and map information including the location of the gas station. When the vehicle 1 arrives at the gas station, the ECU 10 requests the server 2 to calculate the basic fuel amount F0 (SQ12). Arriving at a gas station is an example of the trigger for the request, and other events (such as when the amount of fuel stored in fuel tank 142 falls below a reference amount) may be used as the trigger.

At SQ<b>13 , the server 2 reads the travel information (GPS information) of the vehicle 1 stored in the memory 22 . Further, the server 2 reads from the memory 22 the installation status (number of installations, installation distance, installation density, etc.) of the power transmission devices 6 on the travel route (see FIG. 7) or travel area (see FIG. 8) of the vehicle 1 (SQ14). . Then, the server 2 calculates a power supply spot index based on the installation status of the power transmission device 6 in the travel route or travel area of the vehicle 1 (SQ15). Since this process has already been described in detail in FIGS. 7 and 8, the description will not be repeated here.

In SQ16, the server 2 calculates the plug-in charging frequency of the vehicle 1. FIG. The plug-in charging frequency is the number of times plug-in charging is performed in a certain period (one week in this example). It should be noted that the time is sent to the server 2 and stored in the memory 22 of the server 2 each time the vehicle 1 is plug-in charged. Therefore, the server 2 can calculate the frequency of plug-in charging from the number of times plug-in charging is performed during the above period.

As described above, in the present embodiment, the amount of fuel to be supplied is calculated in consideration of how often the user of vehicle 1 performs plug-in charging of vehicle 1 . This is because vehicles that are frequently plug-in charged tend to have a longer EV travel distance and consume less fuel than vehicles that do not.

At SQ17, server 2 refers to map MP to calculate a basic fuel supply amount F0 based on the plug-in charging frequency and the power supply spot index. A data table or a relational expression may be used instead of the map.

FIG. 12 is a conceptual diagram showing an example of a map MP used for calculating the basic oil supply amount F0. As shown in FIG. 13, the map MP, in this example, is a three-dimensional map that defines the correspondence between the plug-in charging frequency, the power supply spot index, and the basic oil supply amount F0. The higher the refueling spot index, the smaller the basic refueling amount F0 is set. Also, the basic fuel supply amount F0 is set smaller as the plug-in charging frequency is higher. For example, the map MP stores big data related to plug-in charging frequency, power supply spot index, and fuel consumption collected from vehicles of the same type as the vehicle 1, and stores them in the form of an operator that operates the server 2 (which may be the manufacturer of the vehicle 1). ) is prepared in advance by parsing. By referring to such a map MP, the server 2 can calculate the basic fuel supply amount F0 from the plug-in charging frequency and the power supply spot index.

However, the plug-in charging frequency is not essential for calculating the basic oil supply amount F0. The server 2 may use a two-dimensional map that defines the correspondence between the power supply spot index and the basic fuel supply amount F0.

Returning to FIG. 11, the server 2 transmits the calculated basic fuel supply amount F0 to the vehicle 1 (SQ18). Then, the ECU 10 displays the basic oil supply amount F0 on an HMI (Human Machine Interface) such as an instrument panel (not shown) (SQ19). The display destination of the basic fuel supply amount F0 may be a user terminal (such as a smart phone). As a result, when the user of the vehicle 1 operates the refueling device installed at the refueling station (or to the staff working at the refueling station), it becomes possible to specify the basic refueling amount F0 as the refueling amount.

FIG. 13 is a sequence diagram for explaining the flow of processing executed in the refueling amount correction processing. In SQ21, the ECU 10 determines that the vehicle 1 has arrived at the gas station. The ECU 10 requests the server 2 to correct the basic fuel supply amount F0 (SQ22). The server 2 that has received the request calculates a correction coefficient K for correcting the basic oil supply amount F0 (SQ23).

FIG. 14 is a conceptual diagram showing an example of the correction coefficient K used for correcting the basic oil supply amount F0. The horizontal axis represents the error in the basic oil supply amount F0. The error in the basic fuel amount F0 is, for example, the excess or deficiency of the basic fuel amount F0 with respect to the actual fuel consumption during a specified period (for example, half a year) during which the fuel equivalent to the basic fuel amount F0 should be consumed. ratio. If the basic refueling amount F0 matches the actual fuel consumption, the error=0. In order to facilitate understanding, an example will be described in which the actual amount of fuel consumed during a prescribed period is 30 L (liters). If the basic oil supply amount F0=25L, the error is (25-30)/30=-17% (that is, the basic oil supply amount F0 is about 17% short of the fuel consumption amount). If the base refueling amount F0=40L, the error is (40-30)/30=+33% (ie, the base refueling amount F0 is approximately 33% over fuel consumption). The vertical axis represents the correction coefficient K.

The corrected oil supply amount F is calculated by multiplying the basic oil supply amount F0 (before correction) by a correction coefficient K (see formula (1) below).

F=K×F0 (1)
As shown in FIG. 14, when the error is 0, the correction factor K=1. If the error is positive, the correction factor K<1. If the error is negative, the correction factor K>1. As the error increases, the difference between the absolute value of the correction factor K and 1 increases. The correction coefficient K is set in advance based on big data analysis or the like by a business operator or the like who operates the server 2 . Although FIG. 14 shows an example in which the correction coefficient K changes linearly with respect to the error, the correction coefficient K may change nonlinearly.

Referring to FIG. 13 again, server 2 calculates corrected oil supply amount F by substituting correction coefficient K calculated in SQ13 into the above equation (1) (SQ14). Then, the server 2 transmits the corrected fuel supply amount F to the vehicle 1 (SQ15). The ECU 10 displays the corrected fuel supply amount F on the HMI (not shown) (SQ16).

As described above, in the present embodiment, the amount of fuel to be supplied to vehicle 1 is calculated based on the fuel spot index. The refueling spot index is an index representing accessibility to power transmission device 6 in an area where vehicle 1 has traveled during a predetermined period of time in the past. The higher the accessibility to the power transmission device 6, the greater the power that the vehicle 1 can receive from the power transmission device 6 in a contactless manner. Therefore, the amount of fuel to be supplied to the vehicle 1 can be reduced. Therefore, according to the present embodiment, it is possible to avoid excessive refueling that cannot be completely consumed, so that deterioration of the fuel stored in fuel tank 142 can be prevented. As a result, failure of the engine 143 can be suppressed.

10 to 14, an example in which the server 2 calculates and corrects the fuel supply amount of the vehicle 1 has been described. However, the calculation and correction of the fuel supply amount may be performed by the vehicle 1 (ECU 10). Alternatively, one of the calculation and correction of the fuel supply amount may be performed by the server 2 and the other may be performed by the vehicle 1 .

The embodiments disclosed this time should be considered as examples and not restrictive in all respects. The scope of the present disclosure is indicated by the scope of claims rather than the description of the above-described embodiments, and is intended to include all modifications within the scope and meaning equivalent to the scope of the claims.

1, 1A, 1B, 1C vehicle, 10 ECU, 101 processor, 102 memory, 11 battery, 110 monitoring unit, 12 SMR, 13 PCU, 131 converter, 132, 133 inverter, 141 fuel filler, 142 fuel tank, 143 engine, 151,152 motor generator, 153 power split mechanism, 154 driving wheel, 16 power converter, 171 inlet, 172 relay, 181 power receiving device, 181A power receiving coil, 182 relay, 191 communication module, 192 receiver, 2 server, 21 processor , 22 memory, 221 ROM, 222 RAM, 23 input device, 24 display, 25 communication IF, 6 power transmission device, 60 controller, 61, 66 power transmission unit, 611, 661 power transmission coil, 7 charging connector, 8 fueling nozzle, 9 network , 1000 Information processing system.

Claims (9)

a hybrid vehicle,
an engine that consumes fuel stored in a fuel tank to generate driving force;
a power receiving device configured to receive power from a power transmitting device in a contactless manner;
a battery charged by the power received by the power receiving device;
a motor that consumes the electric power stored in the battery to generate a driving force;
A control device that controls the engine and the motor,
The control device is
Acquiring power supply spot information indicating the installation status of the power transmission device in an area where the hybrid vehicle has traveled for a predetermined period of time;
A hybrid vehicle, wherein an amount of fuel to be supplied to the fuel tank is calculated based on the power supply spot information. The power supply spot information includes information representing accessibility to the power transmission device in the area where the hybrid vehicle traveled during the predetermined period,
The hybrid vehicle according to claim 1, wherein said control device calculates said fuel amount to be smaller as accessibility to said power transmission device is higher. 3. The hybrid vehicle according to claim 1, wherein said power supply spot information includes information regarding the number of installed power transmission devices or installation distance of said power transmission device on a route traveled by said hybrid vehicle during said predetermined period. The power supply spot information includes an installation density of the power transmission device,
2. The installation density is a ratio obtained by dividing the number of installed power transmission devices or the installed distance of the power transmission device on the route traveled by the hybrid vehicle during the predetermined period by the length of the route traveled by the hybrid vehicle during the predetermined period. Or the hybrid vehicle according to 2. 3. The hybrid vehicle according to claim 1, wherein said power supply spot information includes information regarding the number of installed power transmission devices or an installation distance of said power transmission device in an area where said hybrid vehicle has traveled during said predetermined period. The power supply spot information includes an installation density of the power transmission device,
3. The installation density is a ratio obtained by dividing the number of installed power transmission devices or the installed distance of the power transmission device on the route traveled by the hybrid vehicle during the predetermined period by the area of the region traveled by the hybrid vehicle during the predetermined period. 3. A hybrid vehicle according to 1 or 2. The hybrid vehicle is configured to be capable of plug-in charging with electric power supplied from a charging facility via a charging cable,
The hybrid vehicle according to any one of claims 1 to 6, wherein said control device calculates said fuel supply amount based on said plug-in charging frequency of said hybrid vehicle and said power supply spot information. A server that provides information to a hybrid vehicle,
a processor;
a memory that stores a program executable by the processor;
The hybrid vehicle is
an engine that consumes fuel stored in a fuel tank to generate driving force;
a power receiving device configured to receive power from a power transmitting device in a contactless manner;
a battery charged by the power received by the power receiving device;
a motor that consumes the electric power stored in the battery to generate a driving force,
The memory stores power supply spot information indicating the installation status of the power transmission device in an area where the hybrid vehicle has traveled for a predetermined period of time,
The server, wherein the processor provides the hybrid vehicle with an amount of fuel to be supplied to the fuel tank calculated based on the power supply spot information. A fueling method for a hybrid vehicle,
The hybrid vehicle is
an engine that consumes fuel stored in a fuel tank to generate driving force;
a power receiving device configured to receive power from a power transmitting device in a contactless manner;
a battery charged by the power received by the power receiving device;
a motor that consumes the electric power stored in the battery to generate a driving force,
The lubrication method is
a step of acquiring power supply spot information indicating the installation status of the power transmission device in an area where the hybrid vehicle has traveled during a predetermined period;
and calculating an amount of fuel to be supplied to the fuel tank based on the power supply spot information.

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