Hybrid vehicle, server, and fueling method for hybrid vehicle

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

Technical Field

[0001] The present disclosure relates to a hybrid vehicle, a server, and a fueling method for a hybrid vehicle.

Background Art

[0002] Generally, when a long period of time elapses without consuming fuel such as gasoline stored in a fuel tank, the fuel may deteriorate. When the engine is driven with deteriorated fuel, there is a possibility that the engine may easily fail due to the occurrence of knocking or the like. Therefore, technologies considering fuel deterioration have been proposed. For example, Japanese Patent Application Laid-Open No. 2010-242692 (Patent Document 1) discloses a control device capable of presenting a driver with an appropriate fuel replenishment amount that can be consumed within 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 within a predetermined fuel consumption period based on the fuel consumption amount for each predetermined period in the past or the operation information of the vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The inventors of the present invention focused on the fact that depending on the configuration of a hybrid vehicle as described below, charging can be performed frequently. Then, the hybrid vehicle can travel a long distance without consuming fuel (so-called EV travel), and the deterioration of the fuel can progress. As a result, there is a possibility of causing an engine failure.

[0005] The present disclosure has been made to solve the above problems, and an object of the present disclosure is to suppress a failure of an engine mounted on a hybrid vehicle.

Means for Solving the Problems

[0006] (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, a power receiving device configured to be able to receive power wirelessly from a power transmission device, a battery charged by the 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 that controls the engine and the motor. The control device acquires power supply spot information indicating the installation status of the power transmission device in the area where the hybrid vehicle has traveled during a predetermined period, and calculates the fuel supply amount to the fuel tank based on the power supply spot information.

[0007] (2) The power supply spot information includes information representing the accessibility to the power transmission device in the area where the hybrid vehicle has traveled during a predetermined period. The control device calculates the fuel supply amount to be smaller as the accessibility to the power transmission device is higher.

[0008] (3) The power supply spot information includes information regarding the number of installed power transmission devices or the installation distance on the route where the hybrid vehicle has traveled during a predetermined period.

[0009] (4) The power supply spot information includes the installation density of the power transmission device. The installation density is a ratio obtained by dividing the number of installed power transmission devices or the installation distance on the route where the hybrid vehicle has traveled during a predetermined period by the route length where the hybrid vehicle has traveled during the predetermined period.

[0010] (5) The power supply spot information includes information regarding the number of installed power transmission devices or the installation distance in the area where the hybrid vehicle has traveled during a predetermined period.

[0011] (6) The power supply spot information includes the installation density of the power transmission device. The installation density is a ratio obtained by dividing the number of installed power transmission devices or the installation distance on the route where the hybrid vehicle has traveled during a predetermined period by the area of the region where the hybrid vehicle has traveled during the predetermined period.

[0012] (7) 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 control device calculates the fuel supply amount based on the frequency of plug-in charging of the hybrid vehicle and the power supply spot information.

[0013] 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 has traveled during a predetermined period. The higher the accessibility to the power transmission device, the greater the power that can be received non-contact from the power transmission device, so the fuel consumption of the engine can be reduced. Therefore, it is possible to avoid excessive fuel supply that cannot be consumed, and thus prevent deterioration of the fuel stored in the fuel tank. As a result, engine failure can be suppressed.

[0014] (8) The server according to another aspect of the present disclosure provides information to the hybrid vehicle. The server includes a processor and a memory that stores a program executable by the processor. The hybrid vehicle includes an engine that consumes fuel stored in a fuel tank to generate driving force, a power receiving device configured to be able to receive power non-contact from a power transmission device, 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 memory stores power supply spot information indicating the installation status of the power transmission device in the area where the hybrid vehicle has traveled during a predetermined period. The processor provides the hybrid vehicle with the fuel supply amount to the fuel tank calculated based on the power supply spot information.

[0015] (9) In a fuel supply method for a hybrid vehicle according to still another aspect of the present disclosure, the hybrid vehicle includes an engine that consumes fuel stored in a fuel tank to generate driving force, a power receiving device configured to be able to receive power non - contact from a power transmission device, 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 fuel supply method includes a step of acquiring power supply spot information indicating the installation status of the power transmission device in the area where the hybrid vehicle has traveled during a predetermined period, and a step of calculating the fuel supply amount to the fuel tank based on the power supply spot information.

[0016] Similar to the configuration of (1) above, the failure of the engine can also be suppressed by the configuration of (8) above or the method of (9) above.

Advantages of the Invention

[0017] According to the present disclosure, the failure of the engine mounted on the hybrid vehicle can be suppressed.

Brief Description of the Drawings

[0018]

Figure 1

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[0019] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

[0020] [Embodiment] <Schematic Configuration of Information Processing System> FIG. 1 is a diagram showing the schematic configuration of an information processing system according to the present embodiment. The information processing system 1000 includes a plurality of vehicles 1A, 1B, 1C and a server 2. Although three vehicles 1A, 1B, 1C are shown in FIG. 2, the number of vehicles is not limited thereto. Hereinafter, for convenience of explanation, any one of the plurality of vehicles 1A, 1B, 1C will be described as "vehicle 1".

[0021] The server 2 is communicably connected to each vehicle 1 via the network 9. The server 2 is the in-house server of an operator (for example, the manufacturer of the vehicle 1) that provides various information to the vehicle 1. The server 2 may be a shared server shared by a plurality of operators including the said operator. The server 2 may be a cloud server provided by a cloud server management company.

[0022] <Server Configuration> Figure 2 is a block diagram showing a typical hardware configuration of server 2. Server 2 includes a processor 21, a memory 22, an input device 23, a display 24, and a communication interface (IF) 25. Memory 22 includes a ROM (Read Only Memory) 221, a RAM (Random Access Memory) 222, and an HDD (Hard Disk Drive) 223.

[0023] Processor 21 is communicably connected to ROM 221, RAM 222, HDD 223, input device 23, display 24, and communication IF 25 via a bus or the like. Processor 21 controls the overall operation of server 2. Memory 22 stores an operating system and application programs to be executed by processor 21. Input device 23 receives user input. Input device 23 is typically a keyboard and a mouse. Display 24 displays various information. Communication IF 25 is an interface for communicating with each vehicle 1.

[0024] <Vehicle Configuration> Figure 3 is a block diagram showing a typical hardware configuration of vehicle 1. In this example, vehicle 1 is a plug-in hybrid electric vehicle (PHEV). However, vehicle 1 may be a so-called hybrid electric vehicle (HEV) that does not support plug-in charging.

[0025] Vehicle 1 includes a battery 11, a system main relay (SMR) 12, a power control unit (PCU) 13, a fuel filler port 141, a fuel tank 142, an engine 143, motor generators 151 and 152, a power split mechanism 153, drive wheels 154, a power converter 16, an inlet 171, a relay 172, a power receiving device 181, a relay 182, a communication module 191, a GPS (Global Pointing System) receiver 192, and an ECU 10.

[0026] The battery 11 supplies power to the motor generators 151 and 152 to generate the driving force of the vehicle 1. The battery 11 also stores the charging power supplied from the outside and the regenerative power generated by the motor generators 151 and 152. The battery 11 is a battery pack including a plurality of cells (not shown). Each cell is a secondary battery such as a lithium-ion secondary battery or a nickel-metal hydride secondary battery.

[0027] A monitoring unit 110 is provided in the battery 11. The monitoring unit 110 includes a voltage sensor, a current sensor, and a temperature sensor (not shown). The voltage sensor detects the voltage of the battery 11. The current sensor detects the current input to and output from the battery 11. The temperature sensor detects the temperature of the battery 11. Each sensor outputs its detection result to the ECU 10.

[0028] The SMR 12 is electrically connected between the battery 11 and the PCU 13. The SMR 12 is closed / opened in response to a control command from the ECU 10.

[0029] The PCU 13 is electrically connected between the SMR 12 and the motor generators 151 and 152. The PCU 13 includes a converter 131 and inverters 132 and 133. The PCU 13 performs bidirectional power conversion between the battery 11 and the motor generators 151 and 152 when the SMR 12 is closed.

[0030] The fuel filler port 141 is configured such that the fuel nozzle 8 is inserted during refueling. The fuel tank 142 is connected to the fuel filler port 141 via a fuel pipe. The fuel tank 142 stores fuels such as gasoline, light oil, and bioethanol. The engine 143 is an internal combustion engine such as a gasoline engine or a diesel engine. The engine 143 generates a driving force for the vehicle 1 to travel according to a control command from the ECU 10.

[0031] The motor generator 151 is connected to the crankshaft of the engine 143 via a power split mechanism 153. When starting the engine 143, the motor generator 151 rotates the crankshaft of the engine 143 using the power of the battery 11. Also, the motor generator 151 can generate electricity using the power of the engine 143. The AC power generated by the motor generator 151 is converted into DC power by the PCU 13 and charged to the battery 11. Also, the AC power generated by the motor generator 151 may be supplied to the motor generator 152.

[0032] The motor generator 152 rotates the drive shaft using at least one of the power from the battery 11 and the power generated by the motor generator 151. Also, the motor generator 152 can generate electricity by regenerative braking. The AC power generated by the motor generator 152 is converted into DC power by the PCU 13 and charged to the battery 11.

[0033] The power split mechanism 153 is, for example, a planetary gear mechanism, and mechanically connects the three elements of the crankshaft of the engine 143, the rotation shaft of the motor generator 151, and the drive shaft.

[0034] The power converter 16 is connected between the SMR 12 and the relay 172, and between the SMR 12 and the relay 182. The power converter 16 includes, for example, an AC / DC converter. The power converter 16 converts the AC power supplied from the outside through the inlet 171 or the power receiving device 181 according to the control command from the ECU 10 into DC power for charging the battery 11.

[0035] The inlet 171 is configured such that the charging connector 7 of a charging facility (not shown) is electrically connected during plug-in charging. The relay 172 is electrically connected between the inlet 171 and the power converter 16. The relay 172 is closed / opened according to the control command from the ECU 10. When the relay 172 is closed and the SMR 12 is closed, power transmission between the inlet 171 and the battery 11 becomes possible.

[0036] The power receiving device 181 is disposed, for example, on the lower surface of the floor panel forming the bottom surface of the vehicle 1 (see FIG. 4). The power receiving device 181 includes a power receiving coil 181A. The power receiving coil 181A receives the power transmitted from the power transmitting device 6 in a non-contact manner. The relay 182 is electrically connected between the power receiving device 181 and the power converter 16. The relay 182 is closed / opened according to the control command from the ECU 10. When the relay 182 is closed and the SMR 12 is closed, power transmission between the power receiving device 181 and the battery 11 becomes possible.

[0037] The communication module 191 is a DCM (Digital Communication Module) configured to enable two-way communication with the server 2. The GPS receiver 192 identifies the current position of the vehicle 1 based on the radio waves transmitted from an artificial satellite (not shown).

[0038] Vehicle 1 transmits various information regarding the current position of Vehicle 1, the timing of plug-in charging, the amount of charge by plug-in charging, the amount of contactless charging by the power receiving device 181, the amount of fuel supplied to the fuel tank 142, the fuel consumption of the fuel tank 142, etc. to the server 2 using the communication module 191. The server 2 stores the information received from Vehicle 1 in the memory 22 (database).

[0039] Similar to the server 2, the ECU 10 includes a processor 101, a memory 102, and an input / output port (not shown). The ECU 10 controls devices so that Vehicle 1 reaches a desired state according to signals from various sensors and the like. As the main controls executed by the ECU 10, there are plug-in charging for charging the in-vehicle battery 11 with the power transmitted from an external charging facility via the charging connector 7, and contactless charging for charging the in-vehicle battery 11 with the power transmitted contactlessly from an external power transmission device 6. The contactless charging will be described in more detail. Note that the ECU 10 may be configured by being divided into a plurality of ECUs for each function.

[0040] <Contactless Power Transmission> FIG. 4 is a diagram showing the state of contactless power transmission from the power transmission device 6 to Vehicle 1. The power transmission device 6 includes a plurality of power transmission units 61 to 66 and a controller 60. Although an example in which the number of power transmission units is 6 is shown in FIG. 4, the number of power transmission units is not particularly limited and may be more.

[0041] The plurality of power transmission units 61 to 66 are arranged in a row on the road surface (which may be a side wall) of the driving route of Vehicle 1. The plurality of power transmission units 61 to 66 each include a power transmission coil 611 to 661. Each power transmission coil 611 to 661 is electrically connected to an AC power source (not shown). Although not shown, each of the plurality of power transmission units 61 to 66 is provided with a sensor (such as an optical sensor or a weight sensor) for detecting the passage of Vehicle 1.

[0042] The controller 60 identifies the traveling position of the vehicle 1 based on the detection signals from the respective sensors. Then, the controller 60 supplies AC power from an AC power source to the power transmission coil in the power transmission unit among the power transmission units 61 to 66 where the vehicle 1 is located above.

[0043] Specifically, for example, when the vehicle 1 is detected above the power transmission unit 61, the controller 60 supplies AC power to the power transmission coil 611. Then, an alternating current flows through the power transmission coil 611, forming an electromagnetic field around the power transmission coil 611. The power reception coil 181A in the power reception device 181 receives power non - contact 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, non - contact power transmission can be achieved for the traveling vehicle 1. Naturally, non - contact power transmission is also possible for the vehicle 1 stopped on the power transmission unit.

[0044] 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.

[0045] FIG. 5 is a diagram showing an example of the installation situation of the power transmission device 6. FIG. 6 is a diagram showing another example of the installation situation of the power transmission device 6. As shown in FIG. 5, the power transmission device 6 can be installed at the parking position of the vehicle, such as in front of the stop line provided at an intersection. Thereby, when the vehicle 1 is stopped waiting for a signal, the battery 11 can be charged by the power supplied non - contact from the power transmission device 6.

[0046] Also, as shown in FIG. 6, the power transmission device 6 may be installed, for example, in the driving lane of a highway or the like. Thereby, even when the vehicle 1 is traveling, it becomes possible to continue traveling by the power supplied non - contact from the power transmission device 6.

[0047] <Deterioration of fuel> The fuel stored in the fuel tank 142 may deteriorate if it remains unconsumed for a long period. If the engine 143 is driven with deteriorated fuel, there is a possibility that the engine 143 may easily break down due to knocking or the like. Therefore, in the present embodiment, when calculating the fuel supply amount to the fuel tank 142, "power supply spot information" reflecting the installation status of the power supply device 6 in the driving area of the vehicle 1 is used. Hereinafter, an example in which the server 2 manages the power supply spot information will be described.

[0048] In the present 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 supply device 6 in the area where the vehicle 1 has traveled in the past predetermined period. The higher the accessibility to the power supply device 6, the higher the power supply spot index. The past predetermined period is a period during which the driving area of the vehicle 1, in other words, the range of the user's daily life activities (living area) 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.

[0049] FIG. 7 is a diagram for explaining an example of a method for calculating the power supply spot index. The power supply spot index is, for example, the number of power supply devices 6 installed on the route traveled by the vehicle 1 in the past predetermined period (unit: unit). The power supply spot index may be the installation distance of the power supply device 6 on the above route (unit: km). Since the location where the power supply device 6 is installed is stored in the memory 22 of the server 2 together with the map information, it is known to the server 2.

[0050] The power supply spot index may be the installation density of the power supply device 6 on the route traveled by the vehicle 1 in the past predetermined period. The installation density of the power supply device 6 is the value obtained by dividing the number of installed power supply devices 6 by the route length (travel distance of the vehicle 1) (unit: unit / km), or the ratio obtained by dividing the installation distance of the power supply device 6 by the route length (unit: %).

[0051] More specifically, based on the current position information (GPS information) of the vehicle 1, the route can be distinguished into the following three types. That is, (1) the first route L1 on which the vehicle 1 has traveled in a past predetermined period and the power transmission device 6 is installed, (2) the second route L2 on which the vehicle 1 has traveled in a past predetermined period and the power transmission device 6 is not installed, and (3) the third route L3 on which the vehicle 1 has not traveled in a past predetermined period.

[0052] 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 also be a value obtained by dividing the number of installed power transmission devices 6 or the installation distance on the first route L1 by the total length of the first route L1 and the second route L2.

[0053] FIG. 8 is a diagram for explaining another example of a method for calculating the power supply spot index. The power supply spot index may be, for example, the number of installed power transmission devices 6 (unit: unit) or the installation distance (unit: km) in an area where the vehicle 1 has traveled in a past predetermined period (for example, the user's living area). The power supply spot index may be the installation density of the power transmission device 6 (unit: unit / km 2 ) in an area where the vehicle 1 has traveled in a past predetermined period.

[0054] Here, the installation density of the power transmission device 6 is, for example, a value obtained by dividing the number of installed power transmission devices 6 by the area of the area where the vehicle 1 has traveled (unit: unit / km 2 ), or a value obtained by dividing the installation distance of the power transmission device 6 by the area of the area where the vehicle 1 has traveled (unit: km / km 2 ).

[0055] As the area of the area where the vehicle 1 has traveled, for example, the area of an administrative area (such as a city, town, or village) representing the user's living area can be used. Alternatively, as the area of the area where the vehicle 1 has traveled, for example, the area of an area where the vehicle 1 has a long stay time (an area represented by red or orange when the distribution of the stay time is represented by a heat map) may be used.

[0056] FIG. 9 is a diagram showing an example of the correspondence relationship between the power supply spot index and the fuel supply amount. In FIG. 9, the horizontal axis represents the power supply spot index, and the vertical axis represents the fuel supply amount. The higher the power supply spot index, the smaller the fuel supply amount. Although FIG. 9 shows an example in which the fuel supply amount decreases linearly as the power supply spot index increases, the fuel supply amount may decrease curvilinearly or stepwise. By determining in advance the correspondence relationship as shown in FIG. 9 through simulation or experiment, the fuel supply amount can be determined from the power supply spot index.

[0057] <Processing Flow> FIG. 10 is a flowchart showing the processing procedure of the fuel supply amount determination process in the present embodiment. In the fuel supply amount determination process of this example, after the fuel supply amount is calculated as described with reference to FIGS. 7 to 9, the calculated fuel supply amount is corrected as necessary. The fuel supply amount before correction is denoted as "basic fuel supply amount F0".

[0058] The flowchart shown in FIG. 10 is executed, for example, when a predetermined condition is satisfied (for example, every predetermined period). Hereinafter, each step is realized by software processing by the ECU 10 of the vehicle 1, but may also be realized by hardware (electric circuit) arranged in the ECU 10. Also, the execution entity of each process may be the server 2. Hereinafter, the steps are abbreviated as S.

[0059] In S1, the ECU 10 determines whether the driving area of the vehicle 1 has changed from the past driving area. This process is, for example, a process for recalculating the basic fuel supply amount F0 when the living area (driving area of the vehicle 1) of the user has changed due to, for example, the user moving house. For example, if the past driving area of the vehicle 1 was mainly within city A, while the current main driving area of the vehicle 1 is within city B, etc., and the ratio of the time staying in city A becomes shorter than a predetermined ratio, the ECU 10 can determine that the driving area of the vehicle 1 has changed from the past driving area.

[0060] When the driving area of vehicle 1 is changed from the past driving area (YES in S1), the ECU 10 proceeds to S2 and executes the basic fuel injection quantity calculation process. When the driving area of vehicle 1 has not been changed from the past driving area (NO in S1), the ECU 10 skips the process of S2.

[0061] In S3, the ECU 10 determines whether there is an excess or deficiency in the basic fuel injection quantity F0 in light of the actual fuel consumption of vehicle 1. This process is for correcting and increasing or decreasing the basic fuel injection quantity F0 when there is an excess or deficiency between the current basic fuel injection quantity F0 and the actual fuel consumption (required fuel injection quantity). More specifically, when the current basic fuel injection quantity F0 is excessive with respect to the fuel consumption (for example, when fuel remains without being consumed completely during a specified period (for example, half a year)), the server 2 that has received a request from vehicle 1 decreases the basic fuel injection quantity F0 by correction. On the other hand, when the current basic fuel injection quantity F0 is insufficient with respect to the fuel consumption (for example, when refueling is required a specified number of times or more (for example, 3 times or more) during a specified period (for example, half a year)), the server 2 increases the basic fuel injection quantity F0 by correction.

[0062] When there is an excess or deficiency in the current basic fuel injection quantity F0 (YES in S3), the ECU 10 proceeds to S4 and executes the fuel injection quantity correction process. When there is no excess or deficiency in the basic fuel injection quantity F0 (NO in S3), the ECU 10 skips the process of S4.

[0063] FIG. 11 is a sequence diagram for explaining the flow of the process executed in the basic fuel injection quantity calculation process. In the figure, the processes executed by the server 2 are shown on the left side, and the processes executed by vehicle 1 (ECU 10) are shown on the right side. Hereinafter, the sequence is described as "SQ". The same applies to the sequence diagram of FIG. 13 described later.

[0064] In SQ11, the vehicle 1 arrives at a gas station. Whether the vehicle 1 has arrived at the gas station can be determined based on the GPS information and the 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 supply amount F0 (SQ12). Note that the arrival at the gas station is an example of the trigger for this request, and other events (such as when the fuel stored in the fuel tank 142 falls below the reference amount) may also be used as the trigger.

[0065] In SQ13, the server 2 reads out the driving information (GPS information) of the vehicle 1 stored in the memory 22. Further, the server 2 reads out the installation status (the number of installations, installation distance, installation density, etc.) of the power transmission device 6 in the driving route (see FIG. 7) or driving area (see FIG. 8) of the vehicle 1 from the memory 22 (SQ14). Then, the server 2 calculates the power supply spot index based on the installation status of the power transmission device 6 in the driving route or driving area of the vehicle 1 (SQ15). Since this process has already been described in detail in FIGS. 7 and 8, the description here will not be repeated.

[0066] In SQ16, the server 2 calculates the plug-in charging frequency of the vehicle 1. The plug-in charging frequency is the number of times of plug-in charging in a certain period (in this example, one week). Each time the vehicle 1 is plugged in for charging, the time is sent to the server 2 and stored in the memory 22 of the server 2. Therefore, the server 2 can calculate the plug-in charging frequency from the number of times of plug-in charging during the above period.

[0067] In this way, in the present embodiment, the fuel supply amount is calculated in consideration of how frequently the user of the vehicle 1 performs plug-in charging of the vehicle 1. This is because in vehicles where plug-in charging is performed frequently, the EV driving distance tends to be longer and the fuel consumption tends to be lower compared to vehicles where this is not the case.

[0068] In SQ17, the server 2 calculates a basic fuel supply amount F0 based on the plugin charging frequency and the power supply spot index by referring to the map MP. Instead of a map, a data table or a relational expression may be used.

[0069] FIG. 12 is a conceptual diagram showing an example of the map MP used for calculating the basic fuel supply amount F0. As shown in FIG. 13, in this example, the map MP is a three-dimensional map that defines the correspondence between the plugin charging frequency, the power supply spot index, and the basic fuel supply amount F0. The basic fuel supply amount F0 is set to be smaller as the power supply spot index is higher. Also, the basic fuel supply amount F0 is set to be smaller as the plugin charging frequency is higher. The map MP is prepared in advance, for example, by an operator (which may be the manufacturer of vehicle 1) who operates the server 2 analyzing big data on the plugin charging frequency, the power supply spot index, and the fuel consumption collected from vehicles of the same type as vehicle 1. By referring to such a map MP, the server 2 can calculate the basic fuel supply amount F0 from the plugin charging frequency and the power supply spot index.

[0070] However, the plugin charging frequency is not essential for calculating the basic fuel supply amount F0. The server 2 may use a two-dimensional map in which the correspondence between the power supply spot index and the basic fuel supply amount F0 is defined.

[0071] 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 fuel 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 smartphone). As a result, when the user of vehicle 1 operates the fuel dispenser installed at the gas station (or to the store clerk working at the gas station), it becomes possible to specify the basic fuel supply amount F0 as the fuel supply amount.

[0072] Figure 13 is a sequence diagram for explaining the flow of processes executed in the fuel supply amount correction process. In SQ21, the vehicle 1 arrives 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 fuel supply amount F0 (SQ23).

[0073] Figure 14 is a conceptual diagram showing an example of the correction coefficient K used for correcting the basic fuel supply amount F0. The horizontal axis represents the error of the basic fuel supply amount F0. The error of the basic fuel supply amount F0 is, for example, the ratio of the excess or deficiency of the basic fuel supply amount F0 to the actual fuel consumption in a specified period (for example, half a year) during which the fuel corresponding to the basic fuel supply amount F0 should be consumed. When the basic fuel supply amount F0 matches the actual fuel consumption, the error = 0. To facilitate understanding, an example where the actual fuel consumption in the specified period is 30 L (liters) will be described. When the basic fuel supply amount F0 = 25 L, the error is (25 - 30) / 30 = -17% (that is, the basic fuel supply amount F0 is approximately 17% less than the fuel consumption). When the basic fuel supply amount F0 = 40 L, the error is (40 - 30) / 30 = +33% (that is, the basic fuel supply amount F0 is approximately 33% excessive compared to the fuel consumption). The vertical axis represents the correction coefficient K.

[0074] The corrected fuel supply amount F is calculated by multiplying the basic fuel supply amount F0 (before correction) by the correction coefficient K (see the following formula (1)).

[0075] F = K × F0 ···(1) As shown in Figure 14, when the error is 0, the correction coefficient K = 1. When the error is positive, the correction coefficient K < 1. When the error is negative, the correction coefficient K > 1. As the error increases, the difference between the absolute value of the correction coefficient K and 1 increases. The correction coefficient K is set in advance based on big data analysis by the operator of the server 2 or the like. Although Figure 14 shows an example where the correction coefficient K changes linearly with respect to the error, the correction coefficient K may change non-linearly.

[0076] Referring to FIG. 13 again, the server 2 calculates the corrected fuel supply amount F by substituting the correction coefficient K calculated at SQ13 into the above formula (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 an HMI (not shown) (SQ16).

[0077] As described above, in the present embodiment, the fuel supply amount to the vehicle 1 is calculated based on the refueling spot index. The refueling spot index is an index representing the accessibility to the power transmission device 6 in the area where the vehicle 1 has traveled in a past predetermined period. The higher the accessibility to the power transmission device 6, the greater the power that the vehicle 1 can receive non - contact from the power transmission device 6, and accordingly, the possibility that the fuel consumption by the engine 143 can be reduced. Therefore, the fuel supply amount to the vehicle 1 can be reduced. Thus, according to the present embodiment, it is possible to avoid excessive refueling that cannot be consumed, so that the deterioration of the fuel stored in the fuel tank 142 can be prevented. As a result, the failure of the engine 143 can be suppressed.

[0078] In FIGS. 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). Also, one of the calculation and correction of the fuel supply amount may be executed by the server 2 and the other may be executed by the vehicle 1.

[0079] The embodiments disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is indicated by the scope of claims rather than the description of the above - described embodiments, and it is intended that all modifications within the meaning and scope equivalent to the scope of claims be included.

Explanation of Reference Numerals

[0080] 1, 1A, 1B, 1C vehicles, 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 drive wheels, 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 fuel nozzle, 9 network, 1000 information processing system.

Claims

1. A hybrid vehicle, comprising: an engine that consumes fuel stored in a fuel tank to generate driving force; a power receiving device configured to be able to receive power wirelessly from a power transmission device; a battery charged by the power received by the power receiving device; a motor that consumes power stored in the battery to generate driving force; and a control device that controls the engine and the motor, wherein the control device acquires power supply spot information indicating the installation status of the power transmission device in the area where the hybrid vehicle has traveled during a predetermined period, the power supply spot information includes information representing the accessibility to the power transmission device in the area where the hybrid vehicle has traveled during the predetermined period, and calculates the fuel supply amount to the fuel tank to be smaller as the accessibility to the power transmission device is higher based on the power supply spot information.

2. The hybrid vehicle according to claim 1, wherein the power supply spot information includes information regarding the number of installed power transmission devices or the installation distance on the route where the hybrid vehicle has traveled during the predetermined period.

3. The power supply spot information includes the installation density of the power transmission device, and the installation density is a ratio obtained by dividing the number of installed power transmission devices or the installation distance on the route where the hybrid vehicle has traveled during the predetermined period by the route length where the hybrid vehicle has traveled during the predetermined period. The hybrid vehicle according to claim 1.

4. The hybrid vehicle according to claim 1, wherein the power supply spot information includes information regarding the number of installed power transmission devices or the installation distance on the route where the hybrid vehicle has traveled during the predetermined period.

5. The power supply spot information includes the installation density of the power transmission device, The installation density is the ratio obtained by dividing the number of installed power transmission devices or the installation distance on the route traveled by the hybrid vehicle during the predetermined period by the area of the region where the hybrid vehicle traveled during the predetermined period. The hybrid vehicle according to claim 1.

6. 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 control device calculates the fuel supply amount based on the frequency of the plug-in charging of the hybrid vehicle and the power feeding spot information. The hybrid vehicle according to any one of claims 1 to 5.

7. A server that provides information to a hybrid vehicle, A processor; A memory that stores a program executable by the processor, The hybrid vehicle, An engine that generates driving force by consuming fuel stored in a fuel tank, A power receiving device configured to be able to receive power wirelessly from a power transmission device, A battery charged by the power received by the power receiving device, And a motor that generates driving force by consuming the power stored in the battery, The memory stores power feeding spot information indicating the installation status of the power transmission device in the region where the hybrid vehicle traveled during a predetermined period, The power feeding spot information includes information representing the accessibility to the power transmission device in the region where the hybrid vehicle traveled during the predetermined period. Based on the power feeding spot information, the processor calculates the fuel supply amount to the fuel tank to be smaller as the accessibility to the power transmission device is higher, and provides the calculated fuel supply amount to the hybrid vehicle. A server.

8. A fuel supply method for a hybrid vehicle, The hybrid vehicle, An engine that consumes fuel stored in a fuel tank to generate driving force, A power receiving device configured to be able to receive power wirelessly from a power transmission device, 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 fuel supply method includes the step of obtaining power supply spot information indicating the installation status of the power transmission device in the area where the hybrid vehicle has traveled during a predetermined period, The power supply spot information includes information representing the accessibility to the power transmission device in the area where the hybrid vehicle has traveled during the predetermined period, The fuel supply method further includes the step of calculating the fuel supply amount to the fuel tank to be smaller as the accessibility to the power transmission device is higher based on the power supply spot information. A fuel supply method for a hybrid vehicle.

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