Vehicle

Abstract

A vehicle is provided with: a first motor generator; a second motor generator; a first power conversion device capable of converting power generated by the first motor generator into single-phase AC power and outputting the single-phase AC power; a second power conversion device provided separately from the first power conversion device and capable of converting the power generated by the second motor generator into single-phase AC power and outputting the single-phase AC power; and a connection port that has a first voltage terminal, a second voltage terminal, and a neutral terminal, and that can be electrically connected to wiring outside the vehicle, one of the two output terminals of the first power conversion device being electrically connected to the first voltage terminal of the connection port, and the other being electrically connected to the neutral terminal of the connection port. One of the two output terminals of the first power conversion device is electrically connected with the first voltage terminal of the connection port, the other one is electrically connected with the neutral terminal of the connection port, one of the two output terminals of the second power conversion device is electrically connected with the second voltage terminal of the connection port, and the other one is electrically connected with the neutral terminal of the connection port.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle. BACKGROUND

[0002] For example, a vehicle provided with an engine, a first motor generator, and a second motor generator is disclosed in Patent Literature 1. In the Patent Literature 1, it is shown that electric power emitted by the first motor generator, which mainly generates electric power in accordance with the operation of the engine, can be output to the outside of the vehicle.

[0003] PRIOR ART DOCUMENTS PATENT LITERATURE Patent Literature 1: Japanese Patent Application Publication No. 2016-74316 SUMMARY

[0004] PROBLEMS TO BE SOLVED BY THE INVENTION However, in the technology of Patent Literature 1, although electric power can be supplied to the outside of the vehicle, the amount of electric power supplied to the outside of the vehicle is insufficient Therefore, an object of the present application is to provide a vehicle capable of supplying sufficient electric power.

[0005] TECHNICAL SOLUTION In order to solve the above problem, a vehicle of one embodiment of the present application is provided with: a first motor generator; a second motor generator; a first electric power conversion device capable of converting electric power emitted by the first motor generator into single-phase alternating-current electric power and outputting the same; a second electric power conversion device provided independently of the first electric power conversion device, capable of converting electric power emitted by the second motor generator into single-phase alternating-current electric power and outputting the same; and a connection port having a first voltage terminal, a second voltage terminal, and a neutral terminal, and capable of being electrically connected to a wiring of the outside of the vehicle, one of two output terminals of the first electric power conversion device is electrically connected to the first voltage terminal of the connection port, and the other is electrically connected to the neutral terminal of the connection port, one of two output terminals of the second electric power conversion device is electrically connected to the second voltage terminal of the connection port, and the other is electrically connected to the neutral terminal of the connection port.

[0006] EFFECT OF THE INVENTION According to the present application, sufficient electric power can be supplied. BRIEF DESCRIPTION OF DRAWINGS

[0007] Figure 1is a diagram showing the outline of a power supply system of a vehicle to which the embodiment is applied.

[0008] Figure 2 is a block diagram showing a mechanical connection configuration of the vehicle.

[0009] Figure 3 is a collinear diagram showing the output relationship of the engine, the first motor-generator, and the second motor-generator.

[0010] Figure 4 is a block diagram showing an electrical configuration of the vehicle.

[0011] Figure 5 is a diagram explaining control in a case where imbalance is determined.

[0012] Figure 6 is a flowchart explaining the flow of the operation of the power control section.

[0013] Figure 7 is a flowchart explaining the flow of the operation of the power supply control.

[0014] Symbol Explanation 10 vehicle 20 engine 22 first motor-generator 24 second motor-generator 26 connection port 50 planetary mechanism 52 speed reducer 54 clutch 60 sun gear 62 ring gear 64 planetary gear 66 carrier 70 first power conversion device 72 second power conversion device 74 first voltage sensor 76 second voltage sensor 78 neutral line current sensor 80 control device 90 first voltage terminal 92 second voltage terminal 94 neutral terminal 100 first AC-DC conversion device 102 first DC-DC conversion device 104 first DC-AC conversion device 110 second AC-DC conversion device 112 second DC-DC conversion device 114 second DCAC conversion device 120 processor 122 memory DETAILED DESCRIPTION

[0015] Hereinafter, embodiments of the present application will be described in detail with reference to the accompanying drawings. Specific dimensions, materials, numerical values and the like shown in the related embodiments are merely exemplified for easy understanding of the application, and do not limit the present application unless particularly specified. It should be noted that, in the present specification and the accompanying drawings, elements having substantially the same function and structure are designated by the same reference numerals, thereby omitting repeated description thereof, and illustration of elements having no direct relation to the present application is omitted.

[0016] Figure 1 is a schematic view showing a configuration of a power supply system 1 of a vehicle 10 to which the present embodiment is applied. The power supply system 1 has the vehicle 10 and a facility 12 in a field. It should be noted that hereinafter, the vehicle 10 will be sometimes referred to as the own vehicle.

[0017] The vehicle 10 is provided with an engine 20, a first motor generator 22, a second motor generator 24, and a connection port 26.

[0018] The engine 20 is a drive source of the vehicle 10. The first motor generator 22 and the second motor generator 24 are coupled to the engine 20. The first motor generator 22 mainly generates electric power in accordance with an operation of the engine 20. The second motor generator 24 mainly functions as a drive source of the vehicle 10 together with the engine 20. Thus, the vehicle 10 is a hybrid electric vehicle having the engine 20 and the second motor generator 24 as drive sources.

[0019] As described above, since the first motor generator 22 is mainly for power generation and the second motor generator 24 is mainly for driving, various specifications such as rated outputs of the first motor generator 22 and the second motor generator 24 are different in general. It should be noted that the rated outputs of the first motor generator 22 and the second motor generator 24 can be substantially the same if possible.

[0020] In the vehicle 10, as described later, the second motor generator 24 is also configured to be able to generate electric power in accordance with an operation of the engine 20, like the first motor generator 22.

[0021] The connection port 26 is electrically connected to the first motor generator 22 and the second motor generator 24. It should be noted that the connection port 26 is also electrically connected to a vehicle-mounted battery which is not shown. The connection port 26 is configured to be able to be electrically connected to a wiring outside the vehicle 10. As described later, the vehicle 10 is configured to be able to perform single-phase three-wire type output to the wiring outside the vehicle 10 through the connection port 26. The vehicle 10 will be described in detail later.

[0022] The on-site device 12 is provided, for example, in an on-site of a demander. The on-site device 12 has a distribution board 30, a socket 32, and a power supply cable 34. The distribution board 30 and the socket 32 are provided in a building in the on-site.

[0023] The on-site wiring 36 and a power system 38 are electrically connected to the distribution board 30. The socket 32 is connected to the distribution board 30 through the on-site wiring 36. Any electric device of the demander can be electrically connected to the socket 32. The power system 38 is connected to the distribution board 30 with a single-phase three-wire distribution system.

[0024] The power supply cable 34 is connected to the distribution board 30. A connector 40 is provided at a front end of the power supply cable 34. The connector 40 is configured to be connectable to the connection port 26 of the vehicle 10. The power supply cable 34 and the connector 40 include electric wires corresponding to the single-phase three-wire distribution system.

[0025] If the connector 40 of the power supply cable 34 is connected to the connection port 26 of the vehicle 10, the first motor generator 22 and the second motor generator 24 are electrically connected to the on-site wiring 36. In the power supply system 1, the vehicle 10 functions as a distributed power source device, and can supply electric power generated by the vehicle 10 to the on-site wiring 36 outside the vehicle 10. The vehicle 10 supplies electric power of the vehicle 10 to the on-site wiring 36 in a non-running state, i.e., a stopped state.

[0026] Note that the vehicle 10 can also receive electric power from outside the vehicle 10 through the power supply cable 34 to charge the on-vehicle battery.

[0027] Figure 2 is a block diagram showing a mechanical connection configuration of the vehicle 10. The vehicle 10 further includes a planetary mechanism 50, a speed reducer 52, a clutch 54, and a wheel 56. The planetary mechanism 50 has a sun gear 60, a ring gear 62, a planetary gear 64, and a carrier 66.

[0028] The sun gear 60 is formed, for example, in a disc shape. The ring gear 62 is formed in a ring shape. The sun gear 60 is disposed coaxially with the sun gear 60 inside the ring gear 62. The planetary gear 64 is provided a plurality of between the sun gear 60 and the ring gear 62, and engages with the sun gear 60 and the ring gear 62. The planetary gear 64 revolves around the outer periphery of the sun gear 60 while rotating. The carrier 66 is linked to the rotation shaft of each of the planetary gears 64. The carrier 66 converts the revolution of the planetary gears 64 to the rotation of the carrier 66.

[0029] The engine 20 is connected to the carrier 66. The first motor generator 22 is connected to the sun gear 60. The speed reducer 52 is connected to the ring gear 62. The second motor generator 24 is connected to the ring gear 62 via the speed reducer 52.

[0030] The decelerator 52 includes, for example, a gear mechanism. The decelerator 52 performs a conversion of the rotational speed between the input end of the decelerator 52 and the output end of the decelerator. Details of the decelerator 52 are described later.

[0031] One side end of the clutch 54 is connected to the second motor generator 24 and the decelerator 52. The other side end of the clutch 54 is connected to the wheel 56. That is, the ring gear 62 is connected to the wheel 56 via the decelerator 52 and the clutch 54. The clutch 54 allows the transmission of the driving force in the engaged state and cuts off the transmission of the driving force in the disengaged state. In more detail, in the case where the clutch 54 is in the engaged state, the driving force output from the engine 20 is transmitted to the wheel 56 through the carrier 66, the planetary gear 64, the ring gear 62, the decelerator 52, and the clutch 54.

[0032] The second motor generator 24 is connected to the engine 20 via the decelerator 52, the ring gear 62, the planetary gear 64, and the carrier 66. Therefore, the second motor generator 24 can generate electricity by the operation of the engine 20.

[0033] Here, if the clutch 54 is assumed to be in the engaged state when the vehicle 10 functions as a distributed power supply device and supplies electric power to the in-field wiring 36 from the vehicle 10, the driving force of the engine 20 is transmitted to the wheel 56 through the clutch 54 to cause the vehicle 10 to travel. In this case, the supply of electric power from the vehicle 10 to the in-field wiring 36 cannot be properly performed.

[0034] Based on this, the clutch 54 is made to be in the open state when electric power is supplied from the vehicle 10 to the in-field wiring 36. In other words, in the vehicle 10, in the case where the second motor generator 24 generates electricity using the power of the engine 20 in a state where the vehicle 10 does not travel, the clutch 54 is made to be in the disengaged state. Thus, the supply of electric power from the vehicle 10 to the in-field wiring 36 can be properly performed.

[0035] Figure 3 is a collinear diagram showing the output relationship of the engine 20, the first motor generator 22, and the second motor generator 24. In Figure 3 , one example of the case where the first motor generator 22 and the second motor generator 24 generate electricity using the power of the engine 20 is shown. Note that in the example of Figure 3 , the rated output of the first motor generator 22 is set to 77.3 kW and the rated output of the second motor generator 24 is set to 88 kW.

[0036] In the horizontal axis of the collinear diagram, the ratio of the interval between the planetary gear 64 and the sun gear 60 to the interval between the planetary gear 64 and the ring gear 62 represents the gear ratio of the planetary mechanism 50 as "1:λ". "λ" represents "the number of teeth of the sun gear / the number of teeth of the ring gear". The height of the vertical axis of the collinear diagram represents the rotational speed.

[0037] like Figure 3 As shown, the first electric generator 22 and the second electric generator 24 operate at balanced speeds corresponding to the gear ratio of the planetary mechanism 50. Since the respective speeds of the first electric generator 22 and the second electric generator 24 are related to their respective generated power, the first electric generator 22 and the second electric generator 24 output balanced generated power corresponding to the gear ratio of the planetary mechanism 50.

[0038] As described above, in the power supply system 1, both the first electric generator 22 and the second electric generator 24 generate electricity and supply the generated electricity to the outside of the vehicle 10. Therefore, it is preferable to maximize the generated electricity of both the first electric generator 22 and the second electric generator 24. Based on this, the gear ratio of the planetary mechanism 50 is set during the design phase of the planetary mechanism 50 to a value that simultaneously increases the maximum value of the power generated by the first electric generator 22 and the maximum value of the power generated by the second electric generator 24.

[0039] However, as will be described in detail below, in this embodiment, it is desirable that the generated power of the first electric generator 22 and the generated power of the second electric generator 24 be substantially the same.

[0040] Therefore, in vehicle 10, a reducer 52 is provided between the gear ring 62 and the second electric generator 24. The reducer 52 is set during the design phase of vehicle 10 such that the difference between the maximum power output by the first electric generator 22 and the maximum power output by the second electric generator 24 is substantially minimized.

[0041] The reducer 52 functions by using its gear ratio to correct for λ in the collinear diagram. Therefore, by setting the gear ratio of the reducer 52 to a specific value, the corrected value of λ can be made close to "1". That is, by setting the gear ratio of the reducer 52 to a specific value, the output balance between the maximum power output of the first electric generator 22 and the maximum power output of the second electric generator 24 can be substantially equalized.

[0042] It should be noted that the gear ratio of the reducer 52 is not limited to a value that balances the output between the maximum power output of the first electric generator 22 and the maximum power output of the second electric generator 24 until they become substantially equal. The gear ratio of the reducer 52 can also be set to any value that at least brings the output balance closer to equality than if the reducer 52 were not used.

[0043] Figure 4is a block diagram showing the electrical configuration of the vehicle 10. Hereafter, direct current will be expressed as DC and alternating current will be expressed as AC.

[0044] The vehicle 10 further has a first electric power conversion device 70, a second electric power conversion device 72, a first voltage sensor 74, a second voltage sensor 76, a neutral line current sensor 78, a first current sensor 79a, a second current sensor 79b, and a control device 80.

[0045] The first electric power conversion device 70 is connected to the first motor generator 22 and the connection port 26. The first electric power conversion device 70 is configured to be able to convert the electric power emitted by the first motor generator 22 into single-phase alternating current electric power and output the same.

[0046] The second electric power conversion device 72 is provided independently of the first electric power conversion device 70. The second electric power conversion device 72 is connected to the second motor generator 24 and the connection port 26. The second electric power conversion device 72 is configured to be able to convert the electric power emitted by the second motor generator 24 into single-phase alternating current electric power and output the same. The second electric power conversion device 72 outputs single-phase alternating current electric power that is different from the single-phase alternating current electric power output by the first electric power conversion device 70.

[0047] The connection port 26 has a first voltage terminal 90, a second voltage terminal 92, and a neutral terminal 94. The first voltage terminal 90 corresponds to the single-phase three-wire type first voltage line. The second voltage terminal 92 corresponds to the single-phase three-wire type second voltage line. The neutral terminal 94 corresponds to the single-phase three-wire type neutral line.

[0048] Here, the connector 40 of the power supply cable 34 of the in-venue device 12 is provided with terminals that correspond to the first voltage terminal 90, the second voltage terminal 92, and the neutral terminal 94 of the connection port 26, respectively. The connection port 26 and the connector 40 are electrically connected by connecting the terminals of the connector 40 to the terminals of the connection port 26.

[0049] One of the two output terminals of the first electric power conversion device 70 is electrically connected to the first voltage terminal 90 of the connection port 26. The other of the two output terminals of the first electric power conversion device 70 is electrically connected to the neutral terminal 94 of the connection port 26.

[0050] One of the two output terminals of the second electric power conversion device 72 is electrically connected to the second voltage terminal 92 of the connection port 26. The other of the two output terminals of the second electric power conversion device 72 is electrically connected to the neutral terminal 94 of the connection port 26.

[0051] The first electric power conversion device 70 and the second electric power conversion device 72 are configured to be able to substantially perform single-phase three-wire type output through the first voltage terminal 90, the second voltage terminal 92, and the neutral terminal 94.

[0052] Here, the voltage of the first voltage terminal 90 with the neutral terminal 94 as a reference is sometimes referred to as a first voltage. The voltage of the second voltage terminal 92 with the neutral terminal 94 as a reference is sometimes referred to as a second voltage. In addition, the inter-terminal between the neutral terminal 94 and the first voltage terminal 90 is sometimes referred to as a first inter-terminal. The inter-terminal between the neutral terminal 94 and the second voltage terminal 92 is sometimes referred to as a second inter-terminal.

[0053] In the vehicle 10, the effective value of the first voltage and the effective value of the second voltage are controlled to be substantially the same. In addition, the phase of the first voltage and the phase of the second voltage are controlled to be inverted from each other in the vehicle 10.

[0054] The first power conversion device 70 has a first ACDC conversion device 100, a first DCDC conversion device 102, and a first DCAC conversion device 104.

[0055] The first ACDC conversion device 100 converts the generated power of the three-phase alternating current of the first motor generator 22 into direct current power. The first ACDC conversion device 100 is constituted by, for example, a three-phase diode bridge circuit included in an inverter.

[0056] The first DCDC conversion device 102 converts the power converted by the first ACDC conversion device 100 into direct current power of a different voltage. The first DCDC conversion device 102 is, for example, a step-up / down DCDC converter. The first DCDC conversion device 102 includes, for example, a switching element, and is capable of outputting direct current power of an arbitrary voltage by controlling the operation of the switching element under the control of the control device 80.

[0057] The first DCAC conversion device 104 converts the power converted by the first DCDC conversion device 102 into single-phase alternating current power. The first DCAC conversion device 104 outputs the converted single-phase alternating current power between the neutral terminal 94 and the first voltage terminal 90. Thus, the first voltage is generated between the neutral terminal 94 and the first voltage terminal 90. The first DCAC conversion device 104 is constituted by a single-phase inverter. The first DCAC conversion device 104 includes a switching element, and is capable of generating the first voltage of an arbitrary frequency by controlling the operation of the switching element under the control of the control device 80.

[0058] The second power conversion device 72 has a second ACDC conversion device 110, a second DCDC conversion device 112, and a second DCAC conversion device 114.

[0059] The second ACDC conversion device 110 converts the generated power of the three-phase alternating current of the second motor generator 24 into direct current power. The second ACDC conversion device 110 is configured by, for example, a three-phase diode bridge circuit included in an inverter.

[0060] The second DCDC conversion device 112 converts the power converted by the second ACDC conversion device 110 into direct current power of a different voltage. The second DCDC conversion device 112 is, for example, a step-up / down DCDC converter. The second DCDC conversion device 112 includes, for example, a switching element, and is able to output direct current power of an arbitrary voltage by controlling the operation of the switching element under the control of the control device 80.

[0061] The second DCAC conversion device 114 converts the power converted by the second DCDC conversion device 112 into single-phase alternating current power. The second DCAC conversion device 114 outputs the converted single-phase alternating current power between the neutral terminal 94 and the second voltage terminal 92. Thus, the second voltage is generated between the neutral terminal 94 and the second voltage terminal 92. The second DCAC conversion device 114 is configured by a single-phase inverter. The second DCAC conversion device 114 includes a switching element, and is able to generate the second voltage of an arbitrary frequency by controlling the operation of the switching element under the control of the control device 80.

[0062] The first voltage sensor 74 is configured to be able to detect the first voltage between the neutral terminal 94 and the first voltage terminal 90. The second voltage sensor 76 is configured to be able to detect the second voltage between the neutral terminal 94 and the second voltage terminal 92. The neutral line current sensor 78 is configured to be able to detect the current flowing through the neutral terminal 94, that is, the current flowing through the neutral line of the single-phase three-phase type. The first current sensor 79a is configured to be able to detect the current flowing through the first voltage terminal 90. The second current sensor 79b is configured to be able to detect the current flowing through the second voltage terminal 92.

[0063] The control device 80 has one or a plurality of processors 120, and one or a plurality of memories 122 connected to the processors 120. The memories 122 include a ROM in which a program or the like is stored, and a RAM serving as a work area. The processor 120 of the control device 80 cooperates with the program included in the memories to control the entire vehicle 10.

[0064] The processor 120 of the control device 80 also functions as a power control section 130 that controls the output of the power emitted by the first motor generator 22 and the second motor generator 24 to the outside of the vehicle 10.

[0065] The electric power control portion 130 controls at least one of the first DCAC conversion device 104 and the second DCAC conversion device 114 so that the frequency of the first voltage and the frequency of the second voltage are the same as the frequency of the electric power system 38.

[0066] The electric power control portion 130 controls at least one of the first DCAC conversion device 104 and the second DCAC conversion device 114 so that the phase of the first voltage and the phase of the second voltage are reversed from each other. At this time, the electric power control portion 130 controls the first DCAC conversion device 104 and the second DCAC conversion device 114 so that the phase of the first voltage is synchronized with the phase of the first voltage line of the electric power system 38, and the phase of the second voltage is synchronized with the phase of the second voltage line of the electric power system 38.

[0067] The electric power control portion 130 controls at least one of the first DCDC conversion device 102 and the second DCDC conversion device 112 based on the detection result of the first voltage sensor 74 and the detection result of the second voltage sensor 76 so that the effective value of the first voltage and the effective value of the second voltage are substantially the same.

[0068] In addition, the electric power control portion 130 controls at least either one of the electric power generated by the first motor generator 22 and the electric power generated by the second motor generator 24 based on the ratio of the electric power between the first terminals to the electric power between the second terminals. For example, the electric power control portion 130 controls at least either one of the electric power generated by the first motor generator 22 and the electric power generated by the second motor generator 24 so that the ratio of the electric power generated by the first motor generator 22 and the electric power generated by the second motor generator 24 is substantially the same as the ratio of the electric power between the first terminals to the electric power between the second terminals. At this time, the electric power control portion 130 can also control at least either one of the rotation speed of the first motor generator 22 and the rotation speed of the second motor generator 24 by controlling the output of the engine 20, as a result of which at least either one of the electric power generated by the first motor generator 22 and the electric power generated by the second motor generator 24 can be controlled.

[0069] More specifically, the electric power control portion 130 determines whether or not the electric power on the first voltage terminal 90 side and the electric power on the second voltage terminal 92 side are unbalanced based on the detection result of the neutral line current sensor 78. For example, the electric power control portion 130 can also determine whether or not they are unbalanced based on the current of the neutral terminal detected by the neutral line current sensor 78.

[0070] Note that the electric power control portion 130 can also determine whether or not they are unbalanced based on the electric power based on the detection result of each of the first voltage sensor 74 and the first current sensor 79a, and the electric power based on the detection result of each of the second voltage sensor 76 and the second current sensor 79b.

[0071] In the case where it is determined that it is not unbalanced, i.e., balanced, it can be considered that the electric power between the first terminals and the electric power between the second terminals are substantially in a ratio of 1 to 1. In this case, the electric power control section 130 controls, for example, the output of the engine 20 so that the electric power generated by the first motor generator 22 and the electric power generated by the second motor generator 24 become the same. For example, the electric power control section 130 controls the electric power generated by the first motor generator 22 and the electric power generated by the second motor generator 24 to be both "3000 VA" which is the maximum.

[0072] Figure 5 is a view that illustrates control in the case where it is determined to be unbalanced. In Figure 5 , an example is shown in which a first resistor 140 having a resistance value of 5 Ω is connected between the neutral terminal 94 and the first voltage terminal 90 as a load in the field, and a second resistor 142 having a resistance value of 10 Ω is connected between the neutral terminal 94 and the second voltage terminal 92 as a load in the field. In addition, a portion where the first resistor 140 and the second resistor 142 are connected to the neutral wire is provided as a neutral point 144. In addition, it is assumed that the first voltage is 100 V and the second voltage is 100 V.

[0073] In this example, as shown in Figure 5 , a current of 20 A flows through the first resistor 140, and a current of 10 A flows through the second resistor 142. In this way, in the neutral wire, a current of 10 A flows from the neutral point 144 toward the direction of the neutral terminal 94. That is, since the current of the neutral wire is not zero, it becomes unbalanced. In this example, the electric power between the neutral terminal 94 to which the first resistor 140 is connected and the first voltage terminal 90 becomes "2000 W", the electric power between the neutral terminal 94 to which the second resistor 142 is connected and the second resistor 142 becomes "1000 W", and the electric power on the first voltage terminal 90 side becomes larger than the electric power on the second voltage terminal 92 side.

[0074] In the case where it is determined to be unbalanced, the electric power control section 130 derives the ratio of the electric power between the first terminals and the electric power between the second terminals based on the current value detected by the first current sensor 79a, the current value detected by the second current sensor 79b, the voltage value detected by the first voltage sensor 74, and the voltage value detected by the second voltage sensor 76. In Figure 5In the example of "20 A" as the detection result of the first current sensor 79a and "100 V" as the detection result of the first voltage sensor 74, the electric power control portion 130 derives the electric power between the first terminals as "2000 W". In the example of "10 A" as the detection result of the second current sensor 79b and "100 V" as the detection result of the second voltage sensor 76, the electric power control portion 130 derives the electric power between the second terminals as "1000 W". The electric power control portion 130 derives the ratio of the electric power between the first terminals to the electric power between the second terminals as "2 to 1" from the derived "2000 W" and "1000 W".

[0075] The electric power control portion 130 controls the electric power generated by the first motor generator 22 and the electric power generated by the second motor generator 24 so that the ratio of the electric power generated by the first motor generator 22 to the electric power generated by the second motor generator 24 is substantially the same as the ratio of the electric power between the first terminals to the electric power between the second terminals. In the example of "2 to 1" as the ratio of the electric power between the first terminals to the electric power between the second terminals, the electric power generated by the first motor generator 22 is set to "3000 VA" and the electric power generated by the second motor generator 24 is set to "1500 VA", for example, so that the ratio of the electric power generated by the first motor generator 22 to the electric power generated by the second motor generator 24 is "2 to 1". Figure 5 In the example of "20 A" as the detection result of the first current sensor 79a and "100 V" as the detection result of the first voltage sensor 74, the electric power control portion 130 derives the electric power between the first terminals as "2000 W". In the example of "10 A" as the detection result of the second current sensor 79b and "100 V" as the detection result of the second voltage sensor 76, the electric power control portion 130 derives the electric power between the second terminals as "1000 W". The electric power control portion 130 derives the ratio of the electric power between the first terminals to the electric power between the second terminals as "2 to 1" from the derived "2000 W" and "1000 W".

[0076] The electric power control portion 130 sets the electric power generated by the one of the first motor generator 22 and the second motor generator 24 having the larger ratio to the maximum electric power of the one having the larger ratio, for example. Then, the electric power control portion 130 determines the electric power generated by the other of the first motor generator 22 and the second motor generator 24 having the smaller ratio, based on the electric power generated by the one having the larger ratio, i.e., the maximum electric power of the one having the larger ratio. In the example of "2 to 1" as the ratio of the electric power between the first terminals to the electric power between the second terminals, the electric power generated by the first motor generator 22 is set to the maximum electric power of the first motor generator 22, i.e., "3000 VA" because the ratio of the first motor generator 22 is larger. Then, the electric power generated by the second motor generator 24 is set to "1500 VA" which is "1 / 2" of the electric power generated by the first motor generator 22, i.e., "3000 VA", because the ratio of the first motor generator 22 to the second motor generator 24 is "2 to 1". Figure 5 In the example of "20 A" as the detection result of the first current sensor 79a and "100 V" as the detection result of the first voltage sensor 74, the electric power control portion 130 derives the electric power between the first terminals as "2000 W". In the example of "10 A" as the detection result of the second current sensor 79b and "100 V" as the detection result of the second voltage sensor 76, the electric power control portion 130 derives the electric power between the second terminals as "1000 W". The electric power control portion 130 derives the ratio of the electric power between the first terminals to the electric power between the second terminals as "2 to 1" from the derived "2000 W" and "1000 W".

[0077] Thus, in a case where the electric power between the first terminals and the electric power between the second terminals are not balanced, the generated electric power of the motor generator corresponding to the one of the first electric motor generator 22 and the second electric motor generator 24 having a smaller ratio of the electric power between the first terminals to the electric power between the second terminals is suppressed. Thus, in the motor generator corresponding to the one having a smaller ratio of the electric power between the first terminals to the electric power between the second terminals, the generated electric power in excess can be suppressed.

[0078] It is assumed that, in a case where the generated electric power in excess, unnecessary electric power is converted into heat in the inside of the motor generator, the electric power conversion device, or the like. In order to cool the generated heat, energy is also required. In the electric power supply system 1, since the generated electric power in excess is suppressed, the energy wasted by the generated electric power in excess can be suppressed.

[0079] Note that, in determining the generated electric power, in a case where the generated electric power of the one of the first electric motor generator 22 and the second electric motor generator 24 having a smaller ratio exceeds the maximum electric power of the one having a smaller ratio, the electric power control portion 130 can also determine in such a manner that the generated electric power of the one having a smaller ratio is set to the maximum electric power of the one having a smaller ratio, and the generated electric power of the one having a larger ratio is limited based on the generated electric power of the one having a smaller ratio.

[0080] Figure 6 This is a flowchart illustrating a flow of an operation of the electric power control portion 130. The electric power control portion 130 periodically determines whether the connection port 26 is connected with the connector 40 of the power supply cable 34 (S10). The electric power control portion 130 stands by until the connector 40 is connected (NO in S10). In a case where it is determined that the connector 40 is connected (S10), the electric power control portion 130 executes the process after step Sll.

[0081] In step Sll, the electric power control portion 130 determines whether the speed of the vehicle 10 is substantially zero, that is, whether the vehicle 10 is in a non-running state (Sll). In a case where it is determined that the vehicle 10 is running (NO in Sll), the electric power control portion 130 ends the series of processes. Figure 6

[0082] In a case where it is determined that the vehicle 10 is in a non-running state (YES in Sll), the electric power control portion 130 brings the clutch 54 into a disengaged state (S12).

[0083] ​Next, the electric power control portion 130 estimates the frequency of the voltage of the electric power system 38 and the phase of the electric power of the electric power system 38 (S13). For example, before the connector 40 is connected and the supply of electric power to the outside of the vehicle 10 is started, the electric power of the electric power system 38 is supplied to the first electric power conversion device 70 and the second electric power conversion device 72 through the connector 40. The electric power control portion 130 acquires and analyzes the electric power supplied from the electric power system 38, thereby estimating the frequency and the phase. For example, the electric power control portion 130 can estimate the frequency from the period of the zero point of the voltage of the electric power system 38, and can estimate the phase from the timing of the zero point of the electric power of the electric power system 38.

[0084] Next, the electric power control portion 130 sets the contents of control in such a manner that the frequency of the voltage output from the first DCAC conversion device 104 and the second DCAC conversion device 114 is synchronized with the estimated frequency, and sets the contents of control in such a manner that the phase of the electric power output from the first DCAC conversion device 104 and the second DCAC conversion device 114 is synchronized with the estimated phase (S14).

[0085] Note that in the case where the electric power system 38 becomes a power failure or the like, the electric power control portion 130 can also omit the synchronization of the frequency and the phase with the electric power system 38, and use the frequency and the phase set in advance.

[0086] Next, the electric power control portion 130 starts the engine 20 (S15). Thereby, the first motor generator 22 and the second motor generator 24 start power generation.

[0087] Next, the electric power control portion 130 determines whether or not a predetermined stop condition for stopping the engine 20 is satisfied (S16). The stop condition here can be set with, for example, an appropriate condition such as an instruction to end the supply of electric power to the outside of the vehicle 10.

[0088] In the case where it is determined that the stop condition is not satisfied (NO in S16), the electric power control portion 130 repeatedly executes electric power supply control of the electric power supplied to the outside of the vehicle 10 (S17) until the stop condition is satisfied. The electric power supply control (S17) will be described later in detail.

[0089] In the case where it is determined that the stop condition is satisfied (YES in S16), the electric power control portion 130 stops the engine 20 (S18), thereby ending the series of processes.

[0090] Figure 7is a flowchart of a flow of an operation to explain the power supply control (S17). The power control section 130 generates a first DCAC conversion output instruction indicating an operation of the first DCAC conversion device 104 and transmits it to the first DCAC conversion device 104. Also, the power control section 130 generates a second DCAC conversion output instruction indicating an operation of the second DCAC conversion device 114 and transmits it to the second DCAC conversion device 114 (S30). The first DCAC conversion output instruction and the second DCAC conversion output instruction include indication information of the set frequency and phase. The first DCAC conversion device 104 and the second DCAC conversion device 114 operate in accordance with the received first DCAC conversion output instruction and the second DCAC conversion output instruction.

[0091] The power control section 130 acquires the first voltage detected by the first voltage sensor 74 and the second voltage detected by the second voltage sensor 76 (S31).

[0092] The power control section 130 derives a target value of the output voltage of the first DCDC conversion device 102 on the basis of the acquired first voltage. Also, the power control section 130 derives a target value of the output voltage of the second DCDC conversion device 112 on the basis of the acquired second voltage (S32).

[0093] The power control section 130 generates a first DCDC conversion output instruction indicating the target value of the output voltage of the first DCDC conversion device 102 and transmits it to the first DCDC conversion device 102. Also, the power control section 130 generates a second DCDC conversion output instruction indicating the target value of the output voltage of the second DCDC conversion device 112 and transmits it to the second DCDC conversion device 112 (S33). The first DCDC conversion device 102 and the second DCDC conversion device 112 operate in accordance with the received first DCDC conversion output instruction and the second DCDC conversion instruction.

[0094] The power control section 130 acquires the current of the neutral terminal 94 detected by the neutral line current sensor 78 (S34). The power control section 130 determines whether or not the power between the neutral terminal 94 and the first voltage terminal 90 and the power between the neutral terminal 94 and the second voltage terminal 92 are unbalanced on the basis of the acquired current of the neutral terminal 94 (S35). For example, the power control section 130 can determine that they are unbalanced in a case where the acquired current of the neutral terminal 94 is substantially not zero.

[0095] In a case where it is determined that they are unbalanced (Yes in S35), the power control section 130 acquires the current of the first voltage terminal 90 detected by the first current sensor 79a and the current of the second voltage terminal 92 detected by the second current sensor 79b (S36).

[0096] The electric power control portion 130 derives the ratio of the electric power between the first terminals and the electric power between the second terminals based on the voltage of the first voltage terminal 90 and the voltage of the second voltage terminal 92 acquired in step S36, and the first voltage and the second voltage acquired in step S31 (S37).

[0097] The electric power control portion 130 derives the electric power of the first motor generator 22 and the electric power of the second motor generator 24 in such a manner that the ratio of the electric power of the first motor generator 22 and the electric power of the second motor generator 24 becomes substantially the same as the derived ratio (S38).

[0098] The electric power control portion 130 updates the target value of the output of the engine 20 in such a manner that the electric power of the first motor generator 22 and the electric power of the second motor generator 24 become the derived electric powers (S39), and proceeds to the process of step S41.

[0099] In the case where it is determined that it is not unbalanced, that is, balanced (NO in step S35), the electric power control portion 130 maintains the target value of the output of the engine 20 at the value set currently (S40), and proceeds to the process of step S40.

[0100] In step S41, the electric power control portion 130 generates an engine output command indicating the target value of the output of the engine 20 set in step S39 or step S40, and transmits to the engine 20 (S41). The engine 20 acts in accordance with the received engine output command.

[0101] As described above, the vehicle 10 of the present embodiment includes the first electric power conversion device 70 capable of outputting single-phase alternating electric power, and the second electric power conversion device 72 capable of outputting single-phase alternating electric power. In the vehicle 10 of the present embodiment, one of the two output terminals of the first electric power conversion device 70 is electrically connected to the first voltage terminal 90 of the connection port 26, and the other is electrically connected to the neutral terminal 94 of the connection port 26. In the vehicle 10 of the present embodiment, one of the two output terminals of the second electric power conversion device 72 is electrically connected to the second voltage terminal 92 of the connection port 26, and the other is electrically connected to the neutral terminal 94 of the connection port 26.

[0102] Therefore, in the vehicle 10 of this embodiment, in addition to the power between the neutral terminal 94 and the first voltage terminal 90 of the first electric generator 22, the power between the neutral terminal 94 and the second voltage terminal 92 of the second electric generator 24 can also be supplied to the outside of the vehicle 10. Thus, compared to a configuration that supplies the generated power of one electric generator to the outside of the vehicle 10, the vehicle 10 of this embodiment can supply more power to the outside of the vehicle 10.

[0103] Therefore, the vehicle 10 according to this embodiment can supply a sufficient amount of electricity to the outside of the vehicle 10.

[0104] Furthermore, the first power conversion device 70 and the second power conversion device 72 of the vehicle 10 in this embodiment are configured to substantially perform single-phase three-wire output through the first voltage terminal 90, the second voltage terminal 92 and the neutral terminal 94.

[0105] In a single-phase three-wire system, in addition to the first voltage between the neutral terminal 94 and the first voltage terminal 90, and the second voltage between the neutral terminal 94 and the second voltage terminal 92, a third voltage between the first voltage terminal 90 and the second voltage terminal 92 can also be utilized. Therefore, the vehicle 10 according to this embodiment can supply a more sufficient amount of power to the outside of the vehicle 10.

[0106] Furthermore, typical customers receive power from the power system 38 using a single-phase three-wire distribution method. Therefore, the customer's on-site wiring 36 is configured based on a single-phase three-wire system. In the vehicle 10 of this embodiment, since it is configured to provide single-phase three-wire output, it has high compatibility with the customer's on-site wiring 36, and can supply power to the customer's on-site wiring 36 more appropriately.

[0107] Furthermore, in the vehicle 10 of this embodiment, since it is configured to provide single-phase three-wire output, when supplying power to the demand-side on-site wiring 36, there is no need to install a separate power conversion device between the vehicle 10 and the on-site wiring 36; power can be directly supplied to the on-site wiring 36. Therefore, the vehicle 10 of this embodiment offers high user convenience. Additionally, since the vehicle 10 of this embodiment does not require a separate power conversion device, power loss associated with a separate power conversion device can be avoided. Furthermore, the vehicle 10 of this embodiment eliminates the need to secure space for a separate power conversion device, and the cost of implementing such a device can be reduced.

[0108] In addition, as a comparative example, in the configuration where the first electric generator 22 is powered by the planetary mechanism 50 through the operation of the engine 20, the efficiency of converting the output of the engine 20 into the rotation of the first electric generator 22 is low, and the amount of power generated is small corresponding to the output of the engine 20.

[0109] In contrast, in the vehicle 10 of this embodiment, the output of the engine 20 is distributed to the first electric generator 22 and the second electric generator 24 via the planetary mechanism 50, causing the first electric generator 22 and the second electric generator 24 to generate electricity. To practically implement this, the vehicle 10 of this embodiment also includes a clutch 54. Due to this configuration, compared to the comparative example described above where only the first electric generator 22 generates electricity, the rotational efficiency of the first electric generator 22 and the second electric generator 24 corresponding to the output of the engine 20 is higher in the vehicle 10 of this embodiment. Therefore, in the vehicle 10 of this embodiment, the output of the engine 20 can be suppressed, and the first electric generator 22 and the second electric generator 24 can generate electricity efficiently.

[0110] Furthermore, the vehicle 10 of this embodiment includes a speed reducer 52. Therefore, even if the specifications of the first electric generator 22 and the second electric generator 24 are different, the generated power of the first electric generator 22 and the generated power of the second electric generator 24 can be substantially the same in the vehicle 10 of this embodiment. As a result, single-phase three-wire output can be appropriately achieved in the vehicle 10 of this embodiment.

[0111] The preferred embodiments of the present invention have been described above with reference to the accompanying drawings, but the present invention is by no means limited to these embodiments. Various modifications and alterations will be readily apparent to those skilled in the art within the scope of the claims, and it should be understood that such modifications and alterations naturally fall within the technical scope of the present invention.

Claims

1. A vehicle, characterized in that, have: First electric generator; Second electric generator; The first power conversion device is capable of converting the power generated by the first electric generator into single-phase alternating current for output. The second power conversion device, which is set independently of the first power conversion device, is capable of converting the power generated by the second electric generator into single-phase AC power for output; as well as The connector has a first voltage terminal, a second voltage terminal, and a neutral terminal, and is capable of electrical connection to external wiring of the vehicle. One of the two output terminals of the first power conversion device is electrically connected to the first voltage terminal of the connection port, and the other is electrically connected to the neutral terminal of the connection port. One of the two output terminals of the second power conversion device is electrically connected to the second voltage terminal of the connection port, and the other is electrically connected to the neutral terminal of the connection port.

2. The vehicle according to claim 1, characterized in that, The first power conversion device and the second power conversion device are configured to substantially perform single-phase three-wire output through the first voltage terminal, the second voltage terminal and the neutral terminal.

3. The vehicle according to claim 1, characterized in that, The vehicle also features: A planetary mechanism having a sun gear, a ring gear, planet gears, and a planet carrier connected to the planet gears; The engine, which is connected to the planetary carrier; and clutch, The second electric generator is connected to the gear ring and also to one end of the clutch. The other end of the clutch is connected to the wheel. The second electric generator is capable of generating electricity by operating the engine. When the vehicle is not moving, the clutch is disengaged when the second electric generator is generating electricity.

4. The vehicle according to claim 1, characterized in that, The vehicle also features: A planetary mechanism having a sun gear, a ring gear, planet gears, and a planet carrier connected to the planet gears; The engine, which is connected to the planetary carrier; and The speed reducer is connected to the gear ring. The first electric generator is connected to the sun gear. The second electric generator is connected to the gear ring via the reducer. The first electric generator and the second electric generator are capable of generating electricity by operating the engine. The reducer is configured such that the difference between the maximum power output of the first electric generator and the maximum power output of the second electric generator is substantially minimized.

5. The vehicle according to claim 1, characterized in that, The vehicle also features: A first voltage sensor is capable of detecting the voltage between the neutral terminal and the first voltage terminal; The second voltage sensor is capable of detecting the voltage between the neutral terminal and the second voltage terminal; as well as Control device, The first power conversion device has: The first AC-DC converter converts the alternating current generated by the first electric generator into direct current generated power. The first DC-DC converter converts the power converted by the first A-DC converter into DC power of different voltages. as well as The first DC-AC converter converts the power obtained by the first DC-DC converter into single-phase AC power, and outputs the converted single-phase AC power between the neutral terminal and the first voltage terminal. The second power conversion device has: The second AC-DC converter converts the AC power generated by the second electric generator into DC power. The second DC-DC converter converts the power converted by the second AC-DC converter into DC power of different voltages. as well as The second DC-AC converter converts the power converted by the second DC-DC converter into single-phase AC power, and outputs the converted single-phase AC power between the neutral terminal and the second voltage terminal. The control device has: One or more processors; as well as One or more memories, which are connected to the processor, The processor controls at least one of the first DC-DC converter and the second DC-DC converter based on the detection results of the first voltage sensor and the second voltage sensor, so that the effective value of the voltage between the neutral terminal and the first voltage terminal is substantially the same as the effective value of the voltage between the neutral terminal and the second voltage terminal.

6. The vehicle according to claim 1, characterized in that, The vehicle also has a control device. The control device has: One or more processors; and One or more memories, which are connected to the processor, The processor performs a process including the following steps: The step of determining whether the power between the neutral terminal and the first voltage terminal (i.e., between the first terminals) is unbalanced with the power between the neutral terminal and the second voltage terminal (i.e., between the second terminals); as well as In the event of an imbalance, the step of controlling at least one of the generated power of the first electric generator and the generated power of the second electric generator to make the ratio of the generated power of the first electric generator and the generated power of the second electric generator substantially the same as the ratio of the power between the first terminals and the power between the second terminals.

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