Vehicle

Abstract

A vehicle according to the present invention comprises: a first motor generator; a second motor generator; a first power conversion device that can convert power generated by the first motor generator into single-phase AC power and output said single-phase AC power; a second power conversion device that is provided independent of the first power conversion device and can convert power generated by the second motor generator into single-phase AC power and output said single-phase AC power; and a connection port that has a first voltage terminal, a second voltage terminal, and a neutral terminal, and can be electrically connected to external wiring of the host vehicle. One of two output terminals of the first power conversion device is electrically connected to the first voltage terminal of the connection port, and the other of said two output terminals is electrically connected to the neutral terminal of the connection port. Furthermore, one of two output terminals of the second power conversion device is electrically connected to the second voltage terminal of the connection port, and the other said two output terminals is electrically connected to the neutral terminal of the connection port.

Description

vehicle

[0001] The present invention relates to a vehicle.

[0002] For example, Patent Document 1 discloses a vehicle equipped with an engine, a first motor generator, and a second motor generator. Patent Document 1 shows that the electric power generated by the first motor generator, which generates power mainly in accordance with the operation of the engine, can be output to the outside of the vehicle.

[0003] JP 2016-74316 A

[0004] However, although the technology of Patent Document 1 can supply power to the outside of the vehicle, the amount of power supplied to the outside of the vehicle is insufficient.

[0005] Therefore, an object of the present invention is to provide a vehicle that can supply a sufficient amount of electric power.

[0006] In order to solve the above problem, a vehicle according to one embodiment of the present invention comprises: 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 it; a second power conversion device provided independently of the first power conversion device and capable of converting power generated by the second motor generator into single-phase AC power and outputting it; and a connection port having a first voltage terminal, a second voltage terminal, and a neutral terminal and capable of being electrically connected to wiring outside the vehicle, wherein one of 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; and one of 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.

[0007] According to the present invention, it is possible to supply a sufficient amount of power.

[0008] FIG. 1 is a schematic diagram showing the configuration of a power supply system to which a vehicle according to this embodiment is applied. FIG. 2 is a block diagram showing the mechanical connection configuration of the vehicle. FIG. 3 is a nomographic diagram showing the output relationship between the engine, the first motor generator, and the second motor generator. FIG. 4 is a block diagram showing the electrical configuration of the vehicle. FIG. 5 is a diagram explaining control when it is determined that there is an imbalance. FIG. 6 is a flowchart explaining the operation flow of the power control unit. FIG. 7 is a flowchart explaining the operation flow of power supply control.

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Specific dimensions, materials, numerical values, etc. shown in the embodiments are merely examples for facilitating understanding of the invention and do not limit the present invention unless otherwise specified. In this specification and drawings, elements having substantially the same functions and configurations are designated by the same reference numerals to avoid redundant explanation, and elements not directly related to the present invention are not shown.

[0010] 1 is a schematic diagram showing the configuration of a power supply system 1 to which a vehicle 10 according to this embodiment is applied. The power supply system 1 includes the vehicle 10 and on-site equipment 12. Hereinafter, the vehicle 10 may be referred to as the host vehicle.

[0011] The vehicle 10 includes an engine 20 , a first motor-generator 22 , a second motor-generator 24 , and a connection port 26 .

[0012] The engine 20 is a drive source for the vehicle 10. The first motor generator 22 and the second motor generator 24 are connected to the engine 20. The first motor generator 22 generates electricity mainly in accordance with the operation of the engine 20. The second motor generator 24 mainly functions as a drive source for the vehicle 10 together with the engine 20. In this way, the vehicle 10 is a hybrid electric vehicle that has the engine 20 and the second motor generator 24 as drive sources.

[0013] As described above, since the first motor generator 22 is primarily used for generating electricity and the second motor generator 24 is primarily used for driving, the first motor generator 22 and the second motor generator 24 typically have different specifications such as rated output. However, if possible, the rated output of the first motor generator 22 and the second motor generator 24 may be substantially the same.

[0014] In the vehicle 10, the second motor generator 24 is configured to be able to generate electricity in accordance with the operation of the engine 20, similar to the first motor generator 22, as will be described later.

[0015] The connection port 26 is electrically connected to the first motor generator 22 and the second motor generator 24. The connection port 26 is also electrically connected to an on-board battery (not shown). The connection port 26 is configured to be electrically connectable to wiring external to the vehicle 10. As will be described later, the vehicle 10 is configured to be able to output a single-phase three-wire signal to wiring external to the vehicle 10 through the connection port 26. The vehicle 10 will be described in detail later.

[0016] The on-premise equipment 12 is installed, for example, on the premises of a customer, and includes a distribution board 30, an outlet 32, and a power supply cable 34. The distribution board 30 and the outlet 32 ​​are installed in a building on the premises.

[0017] The distribution board 30 is electrically connected to on-site wiring 36 and a power system 38. The outlets 32 are connected to the distribution board 30 via the on-site wiring 36. Any electrical device at the consumer's facility can be electrically connected to the outlets 32. The power system 38 is connected to the distribution board 30 via a single-phase three-wire power distribution system.

[0018] The power supply cable 34 is connected to the distribution board 30. A connector 40 is provided at the tip 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 an electric wiring configuration compatible with a single-phase three-wire system.

[0019] When 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 supply device and is capable of supplying power generated by the vehicle 10 to the on-site wiring 36 outside the vehicle 10. When the vehicle 10 is not running, i.e., when it is stopped, it supplies its own power to the on-site wiring 36.

[0020] The vehicle 10 can also receive power from outside the vehicle 10 via a power supply cable 34 to charge the on-board battery.

[0021] 2 is a block diagram showing the mechanical connection configuration of the vehicle 10. The vehicle 10 further includes a planetary gear mechanism 50, a reduction gear 52, a clutch 54, and wheels 56. The planetary gear mechanism 50 has a sun gear 60, a ring gear 62, planetary gears 64, and a carrier 66.

[0022] The sun gear 60 is formed, for example, in a disk shape. The ring gear 62 is formed in a ring shape. The sun gear 60 is located inside the ring gear 62 and is arranged coaxially with the sun gear 60. A plurality of planetary gears 64 are provided between the sun gear 60 and the ring gear 62 and are meshed with the sun gear 60 and the ring gear 62. The planetary gears 64 revolve around the outer periphery of the sun gear 60 while rotating on their own axes. The carrier 66 is connected to the rotation shaft of each planetary gear 64. The carrier 66 converts the revolution of the planetary gears 64 into rotation of the carrier 66 on its own axis.

[0023] 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.

[0024] The reducer 52 includes, for example, a gear mechanism. The reducer 52 converts the rotation speed between the input end and the output end of the reducer 52. The reducer 52 will be described in detail later.

[0025] One end of the clutch 54 is connected to the second motor-generator 24 and the reducer 52. The other end of the clutch 54 is connected to the wheels 56. That is, the ring gear 62 is connected to the wheels 56 via the reducer 52 and the clutch 54. The clutch 54 allows the transmission of driving force when in an engaged state and blocks the transmission of driving force when in a released state. More specifically, when the clutch 54 is in an engaged state, the driving force output from the engine 20 is transmitted to the wheels 56 via the carrier 66, the planetary gear 64, the ring gear 62, the reducer 52, and the clutch 54.

[0026] The second motor generator 24 is connected to the engine 20 via a reducer 52, a ring gear 62, a planetary gear 64, and a carrier 66. Therefore, the operation of the engine 20 can cause the second motor generator 24 to generate electricity.

[0027] Here, when the vehicle 10 is made to function as a distributed power supply device and power is supplied from the vehicle 10 to the on-site wiring 36, if the clutch 54 is in an engaged state, the driving force of the engine 20 will be transmitted to the wheels 56 through the clutch 54, causing the vehicle 10 to move. In this case, power cannot be supplied from the vehicle 10 to the on-site wiring 36 appropriately.

[0028] In light of this, the clutch 54 is disengaged when power is supplied from the vehicle 10 to the on-site wiring 36. In other words, when the vehicle 10 is not moving and the second motor generator 24 is made to generate power using the power of the engine 20, the clutch 54 is disengaged. This allows power to be supplied appropriately from the vehicle 10 to the on-site wiring 36.

[0029] Fig. 3 is a collinear diagram showing the output relationship between the engine 20, the first motor generator 22, and the second motor generator 24. Fig. 3 shows an example in which the first motor generator 22 and the second motor generator 24 generate electricity using the power of the engine 20. In the example of Fig. 3, it is assumed that the rated output of the first motor generator 22 is 77.3 kW, and the rated output of the second motor generator 24 is 88 kW.

[0030] On the horizontal axis of the nomographic chart, the ratio of the distance between the planetary gear 64 and the sun gear 60 to the distance between the planetary gear 64 and the ring gear 62 indicates the gear ratio of the planetary mechanism 50, which is "1:λ." "λ" indicates the "number of teeth of the sun gear / number of teeth of the ring gear." The height on the vertical axis of the nomographic chart indicates the rotation speed.

[0031] 3, the first motor generator 22 and the second motor generator 24 operate at rotational speeds that are balanced according to the gear ratio of the planetary mechanism 50. Because the rotational speeds of the first motor generator 22 and the second motor generator 24 relate to the power generated by each, the first motor generator 22 and the second motor generator 24 output power that is balanced according to the gear ratio of the planetary mechanism 50.

[0032] As described above, in the power supply system 1, both the first motor generator 22 and the second motor generator 24 generate power and transmit the generated power to the outside of the vehicle 10. For this reason, it is preferable to increase the power generated by both the first motor generator 22 and the second motor generator 24 as much as possible. In light of this, in the design stage of the planetary gear mechanism 50, the gear ratio of the planetary gear mechanism 50 is set to a value that increases both the maximum value of power that can be generated by the first motor generator 22 and the maximum value of power that can be generated by the second motor generator 24.

[0033] As will be described in detail later, in this embodiment, it is desirable that the generated power of the first motor-generator 22 and the generated power of the second motor-generator 24 be substantially the same.

[0034] Therefore, in the vehicle 10, a speed reducer 52 is provided between the ring gear 62 and the second motor generator 24. During the design stage of the vehicle 10, the gear ratio of the speed reducer 52 is set so that the difference between the maximum value of electric power that can be generated by the first motor generator 22 and the maximum value of electric power that can be generated by the second motor generator 24 is substantially minimized.

[0035] The reducer 52 acts to correct λ in the nomographic diagram by the gear ratio of the reducer 52. Therefore, by setting the gear ratio of the reducer 52 to a specific value, it is possible to bring the value of λ after correction closer to 1. In other words, by setting the gear ratio of the reducer 52 to a specific value, it is possible to substantially equalize the output balance between the maximum value of electric power that can be generated by the first motor-generator 22 and the maximum value of electric power that can be generated by the second motor-generator 24.

[0036] The gear ratio of the reducer 52 is not limited to a value that substantially equalizes the output balance between the maximum value of electric power that can be generated by the first motor-generator 22 and the maximum value of electric power that can be generated by the second motor-generator 24. The gear ratio of the reducer 52 may be set to any value that brings the output balance closer to equalization, at least compared to a mode in which the reducer 52 is not provided.

[0037] 4 is a block diagram showing the electrical configuration of the vehicle 10. Hereinafter, direct current may be abbreviated as DC and alternating current may be abbreviated as AC.

[0038] The vehicle 10 further includes a first power conversion device 70 , a second power conversion device 72 , a first voltage sensor 74 , a second voltage sensor 76 , a neutral wire current sensor 78 , a first current sensor 79 a , a second current sensor 79 b , and a control device 80 .

[0039] The first power conversion device 70 is connected to the first motor generator 22 and the connection port 26. The first power conversion device 70 is configured to be able to convert the electric power generated by the first motor generator 22 into single-phase AC power and output the same.

[0040] The second power conversion device 72 is provided independently of the first power conversion device 70. The second power conversion device 72 is connected to the second motor generator 24 and the connection port 26. The second power conversion device 72 is configured to be able to convert the electric power generated by the second motor generator 24 into single-phase AC power and output the same. The second power conversion device 72 outputs single-phase AC power that is different from the single-phase AC power output by the first power conversion device 70.

[0041] Connection port 26 has a first voltage terminal 90, a second voltage terminal 92, and a neutral terminal 94. First voltage terminal 90 corresponds to the first voltage wire of the single-phase three-wire system. Second voltage terminal 92 corresponds to the second voltage wire of the single-phase three-wire system. Neutral terminal 94 corresponds to the neutral wire of the single-phase three-wire system.

[0042] Here, the connector 40 of the power supply cable 34 of the premises equipment 12 is provided with terminals corresponding to the first voltage terminal 90, the second voltage terminal 92, and the neutral terminal 94 of the connection port 26. These terminals of the connector 40 are connected to the respective terminals of the connection port 26, thereby electrically connecting the connection port 26 and the connector 40.

[0043] One of the two output terminals of the first power converter 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 power converter 70 is electrically connected to the neutral terminal 94 of the connection port 26.

[0044] One of the two output terminals of the second power converter 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 power converter 72 is electrically connected to the neutral terminal 94 of the connection port 26.

[0045] The first power conversion device 70 and the second power conversion device 72 are configured to be capable of outputting substantially single-phase three-wire signals via the first voltage terminal 90 , the second voltage terminal 92 and the neutral terminal 94 .

[0046] Here, the voltage of the first voltage terminal 90 with respect to the neutral terminal 94 may be referred to as the first voltage. The voltage of the second voltage terminal 92 with respect to the neutral terminal 94 may be referred to as the second voltage. Furthermore, the space between the neutral terminal 94 and the first voltage terminal 90 may be referred to as the first space between the terminals. The space between the neutral terminal 94 and the second voltage terminal 92 may be referred to as the second space between the terminals.

[0047] 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. Also, in the vehicle 10, the phases of the first voltage and the second voltage are controlled to be inverted from each other.

[0048] The first power conversion device 70 includes a first ACDC conversion device 100 , a first DCDC conversion device 102 , and a first DCAC conversion device 104 .

[0049] The first ACDC converter 100 converts into DC power three-phase AC power generated by the first motor generator 22. The first ACDC converter 100 is configured by, for example, a three-phase diode bridge circuit included in an inverter.

[0050] The first DC-DC converter 102 converts the power converted by the first AC-DC converter 100 into DC power of a different voltage. The first DC-DC converter 102 is, for example, a step-up / step-down DC-DC converter. The first DC-DC converter 102 includes, for example, a switching element, and can output DC power of any voltage by controlling the operation of the switching element under the control of the control device 80.

[0051] The first DC-AC conversion device 104 converts the power converted by the first DC-DC conversion device 102 into single-phase AC power. The first DC-AC conversion device 104 outputs the converted single-phase AC power between the neutral terminal 94 and the first voltage terminal 90. In this way, a first voltage is generated between the neutral terminal 94 and the first voltage terminal 90. The first DC-AC conversion device 104 is configured by a single-phase inverter. The first DC-AC conversion device 104 includes a switching element, and by controlling the operation of the switching element under the control of the control device 80, it is possible to generate a first voltage of any frequency.

[0052] 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 .

[0053] The second ACDC converter 110 converts into DC power the three-phase AC power generated by the second motor generator 24. The second ACDC converter 110 is configured by, for example, a three-phase diode bridge circuit included in an inverter.

[0054] The second DCDC converter 112 converts the power converted by the second ACDC converter 110 into DC power of a different voltage. The second DCDC converter 112 is, for example, a step-up / step-down DCDC converter. The second DCDC converter 112 includes, for example, a switching element, and can output DC power of any voltage by controlling the operation of the switching element under the control of the control device 80.

[0055] The second DC-AC conversion device 114 converts the power converted by the second DC-DC conversion device 112 into single-phase AC power. The second DC-AC conversion device 114 outputs the converted single-phase AC power between the neutral terminal 94 and the second voltage terminal 92. In this way, a second voltage is generated between the neutral terminal 94 and the second voltage terminal 92. The second DC-AC conversion device 114 is configured by a single-phase inverter. The second DC-AC conversion device 114 includes a switching element, and by controlling the operation of the switching element under the control of the control device 80, it is possible to generate a second voltage of any frequency.

[0056] The first voltage sensor 74 is configured to detect a first voltage between the neutral terminal 94 and the first voltage terminal 90. The second voltage sensor 76 is configured to detect a second voltage between the neutral terminal 94 and the second voltage terminal 92. The neutral conductor current sensor 78 is configured to detect a current flowing through the neutral terminal 94, i.e., a current flowing through a neutral conductor of a single-phase to three-phase system. The first current sensor 79a is configured to detect a current flowing through the first voltage terminal 90. The second current sensor 79b is configured to detect a current flowing through the second voltage terminal 92.

[0057] The control device 80 includes one or more processors 120 and one or more memories 122 connected to the processors 120. The memories 122 include a ROM in which programs and the like are stored, and a RAM as a work area. The processors 120 of the control device 80 cooperate with the programs stored in the memories to control the entire vehicle 10.

[0058] The processor 120 of the control device 80 also functions as a power control unit 130 that controls the output of the electric power generated by the first motor generator 22 and the second motor generator 24 to the outside of the vehicle 10 .

[0059] The power control unit 130 controls at least one of the first DC / AC conversion device 104 and the second DC / AC 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 power grid 38 .

[0060] The power control unit 130 controls at least one of the first DC-AC conversion device 104 and the second DC-AC conversion device 114 so that the phase of the first voltage and the phase of the second voltage are inverted from each other. At this time, the power control unit 130 controls the first DC-AC conversion device 104 and the second DC-AC conversion device 114 so that the phase of the first voltage is synchronized with the phase of the first voltage line of the power grid 38 and the phase of the second voltage is synchronized with the phase of the second voltage line of the power grid 38.

[0061] The power control unit 130 controls at least one of the first DC-DC conversion device 102 and the second DC-DC conversion device 112 based on the detection results of the first voltage sensor 74 and 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.

[0062] Furthermore, the power control unit 130 controls at least one of the power generated by the first motor generator 22 and the power generated by the second motor generator 24 based on the ratio between the power across the first terminals and the power across the second terminals. For example, the power control unit 130 controls at least one of the power generated by the first motor generator 22 and the power generated by the second motor generator 24 so that the ratio between the power generated by the first motor generator 22 and the power generated by the second motor generator 24 is substantially the same as the ratio between the power across the first terminals and the power across the second terminals. In this case, the power control unit 130 may control the output of the engine 20 to control at least one of the rotation speed of the first motor generator 22 and the rotation speed of the second motor generator 24, thereby controlling at least one of the power generated by the first motor generator 22 and the power generated by the second motor generator 24.

[0063] More specifically, the power control unit 130 determines whether there is an imbalance between the power on the first voltage terminal 90 side and the power on the second voltage terminal 92 side based on the detection result of the neutral wire current sensor 78. For example, the power control unit 130 may determine whether there is an imbalance based on the current at the neutral terminal detected by the neutral wire current sensor 78.

[0064] In addition, the power control unit 130 may determine whether there is an imbalance based on the power based on the detection results of each of the first voltage sensor 74 and the first current sensor 79a and the power based on the detection results of each of the second voltage sensor 76 and the second current sensor 79b.

[0065] If it is determined that the power is not unbalanced, i.e., balanced, it can be assumed that the power between the first terminals and the power between the second terminals are substantially in a 1:1 ratio. In this case, the power control unit 130 controls the output of the engine 20, for example, so that the power generated by the first motor-generator 22 and the power generated by the second motor-generator 24 are equal. For example, the power control unit 130 controls the power generated by the first motor-generator 22 and the power generated by the second motor-generator 24 so that they both reach the maximum of 3000 VA.

[0066] Fig. 5 is a diagram illustrating control when an unbalance is determined. Fig. 5 shows an example in which a first resistor 140 with a resistance value of 5 Ω is connected between the neutral terminal 94 and the first voltage terminal 90 as a load on the premises, and a second resistor 142 with a resistance value of 10 Ω is connected between the neutral terminal 94 and the second voltage terminal 92 as a load on the premises. The point where the first resistor 140 and the second resistor 142 are connected to the neutral line is referred to as a neutral point 144. It is also assumed that the first voltage is 100 V and the second voltage is 100 V.

[0067] 5, a current of 20 A flows through the first resistor 140, and a current of 10 A flows through the second resistor 142. As a result, a current of 10 A flows in the neutral conductor from the neutral point 144 toward the neutral terminal 94. In other words, an unbalanced current occurs because the current in the neutral conductor is not zero. In this example, the power between the neutral terminal 94, to which the first resistor 140 is connected, and the first voltage terminal 90 is 2000 W, and the power between the neutral terminal 94, to which the second resistor 142 is connected, and the second resistor 142 is 1000 W, meaning that the power on the first voltage terminal 90 side is greater than the power on the second voltage terminal 92 side.

[0068] If an unbalance is determined, the power control unit 130 derives the ratio of the power between the first terminals to the 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 the example of FIG. 5 , the power control unit 130 derives the power between the first terminals of "2000 W" from the detection result of the first current sensor 79a of "20 A" and the detection result of the first voltage sensor 74 of "100 V." The power control unit 130 derives the power between the second terminals of "1000 W" from the detection result of the second current sensor 79b of "10 A" and the detection result of the second voltage sensor 76 of "100 V." From the derived values ​​"2000 W" and "1000 W," the power control unit 130 derives that the ratio of power between the first terminals and power between the second terminals is "2:1."

[0069] The power control unit 130 controls the power generated by the first motor generator 22 and the power generated by the second motor generator 24 so that the ratio between the power generated by the first motor generator 22 and the power generated by the second motor generator 24 is substantially the same as the derived ratio between the power between the first terminals and the power between the second terminals. In the example of Fig. 5, since the ratio between the power between the first terminals and the power between the second terminals is "2:1" as described above, the power generated by the first motor generator 22 is set to "3000 VA" and the power generated by the second motor generator 24 is set to "1500 VA", for example, so that the ratio between the power generated by the first motor generator 22 and the power generated by the second motor generator 24 becomes "2:1".

[0070] For example, the power control unit 130 sets the generated power of the one with the larger ratio between the first motor-generator 22 and the second motor-generator 24 as the maximum power of the one with the larger ratio. Then, the power control unit 130 determines the generated power of the one with the smaller ratio based on the generated power of the one with the larger ratio between the first motor-generator 22 and the second motor-generator 24, i.e., the maximum power of the one with the larger ratio. In the example of Fig. 5, the ratio of the generated power of the first motor-generator 22 to the generated power of the second motor-generator 24 is "2:1", and the ratio of the first motor-generator 22 is larger, so the generated power of the first motor-generator 22 is set to "3000 VA", which is the maximum power of the first motor-generator 22. Since the ratio of the power generated by the first motor generator 22 to the power generated by the second motor generator 24 is 2:1, the power generated by the second motor generator 24 is set to 1500 VA, which is half the power generated by the first motor generator 22, 3000 VA, based on the power generated by the first motor generator 22.

[0071] In this way, when there is an imbalance between the power across the first terminals and the power across the second terminals, the power generated by the motor generator having the smaller ratio between the power across the first terminals and the power across the second terminals is suppressed, out of the first motor generator 22 and the second motor generator 24. This makes it possible to suppress excessive power generation in the motor generator having the smaller ratio between the power across the first terminals and the power across the second terminals.

[0072] If excessive power is generated, the wasted power is converted into heat inside the motor generator or in a power conversion device, etc. Cooling the generated heat requires additional energy. Power supply system 1 suppresses excessive power generation, thereby reducing the amount of energy wasted due to excessive power generation.

[0073] In addition, when determining the generated power, if the generated power of the first motor generator 22 or the second motor generator 24 with the smaller ratio exceeds the maximum power of the smaller ratio, the power control unit 130 may determine that the generated power of the motor generator with the smaller ratio is the maximum power of the motor generator with the smaller ratio, and limit the generated power of the motor generator with the larger ratio based on the generated power of the motor generator with the smaller ratio.

[0074] 6 is a flowchart illustrating the operation of the power control unit 130. The power control unit 130 periodically determines whether the connector 40 of the power supply cable 34 is connected to the connection port 26 (S10). The power control unit 130 waits until the connector 40 is connected (NO in S10). If it is determined that the connector 40 is connected (S10), the power control unit 130 executes the processes from step S11 onward.

[0075] In step S11, the power control unit 130 determines whether the speed of the vehicle 10 is substantially zero, i.e., whether the vehicle 10 is not moving (S11). If it is determined that the vehicle 10 is moving (NO in S11), the power control unit 130 ends the series of processes in FIG.

[0076] When it is determined that the vehicle 10 is not moving (YES in S11), the power control unit 130 puts the clutch 54 into a released state (S12).

[0077] Next, the power control unit 130 estimates the frequency of the voltage of the power grid 38 and the phase of the power of the power grid 38 (S13). For example, before the connector 40 is connected and the supply of power to the outside of the vehicle 10 starts, the power of the power grid 38 is supplied to the first power conversion device 70 and the second power conversion device 72 through the connector 40. The power control unit 130 acquires and analyzes the power supplied from the power grid 38 to estimate the frequency and phase. For example, the power control unit 130 may estimate the frequency from the period of zero points in the voltage of the power grid 38 and estimate the phase from the timing of the zero points in the power of the power grid 38.

[0078] Next, the power control unit 130 sets the control content so that the frequency of the voltage output from the first DC / AC conversion device 104 and the second DC / AC conversion device 114 is synchronized with the estimated frequency. In addition, the power control unit 130 sets the control content so that the phase of the power output from the first DC / AC conversion device 104 and the second DC / AC conversion device 114 is synchronized with the estimated phase (S14).

[0079] In addition, in the event of a power outage in the power grid 38, the power control unit 130 may omit synchronization of the frequency and phase with the power grid 38 and use a frequency and phase that are set in advance.

[0080] Next, the power control unit 130 starts the engine 20 (S15), which causes the first motor generator 22 and the second motor generator 24 to start generating electricity.

[0081] Next, the electric power control unit 130 determines whether a predetermined stop condition for stopping the engine 20 is satisfied (S16). The stop condition here may be an appropriate condition, such as an instruction to terminate the supply of electric power to the outside of the vehicle 10.

[0082] If it is determined that the stop condition is not satisfied (NO in S16), the power control unit 130 repeatedly executes power supply control (S17) to control the power supplied to the outside of the vehicle 10 until the stop condition is satisfied. The power supply control (S17) will be described in detail later.

[0083] If it is determined that the stop condition is met (YES in S16), the electric power control unit 130 stops the engine 20 (S18) and ends the series of processes.

[0084] 7 is a flowchart illustrating the flow of the power supply control (S17). The power control unit 130 generates a first DCAC conversion / output command that instructs the operation of the first DCAC conversion device 104 and transmits it to the first DCAC conversion device 104. At the same time, the power control unit 130 generates a second DCAC conversion / output command that instructs the operation of the second DCAC conversion device 114 and transmits it to the second DCAC conversion device 114 (S30). The first DCAC conversion / output command and the second DCAC conversion / output command include instruction information for the set frequency and phase. The first DCAC conversion / output command and the second DCAC conversion / output command are operated in accordance with the received first DCAC conversion / output command and the second DCAC conversion / output command.

[0085] The power control unit 130 acquires the first voltage detected by the first voltage sensor 74 and the second voltage detected by the second voltage sensor 76 (S31).

[0086] The power control unit 130 derives a target value for the output voltage of the first DCDC converter 102 based on the acquired first voltage, and also derives a target value for the output voltage of the second DCDC converter 112 based on the acquired second voltage (S32).

[0087] The power control unit 130 generates a first DCDC conversion output command instructing a target value for the output voltage of the first DCDC conversion device 102 and transmits it to the first DCDC conversion device 102. At the same time, the power control unit 130 generates a second DCDC conversion output command instructing a target value for 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 command and second DCDC conversion command.

[0088] The power control unit 130 acquires the current at the neutral terminal 94 detected by the neutral conductor current sensor 78 (S34). Based on the acquired current at the neutral terminal 94, the power control unit 130 determines whether 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 (S35). For example, the power control unit 130 may determine that there is an imbalance if the acquired current at the neutral terminal 94 is not substantially zero.

[0089] If it is determined that there is an unbalance (YES in S35), the power control unit 130 acquires the current at the first voltage terminal 90 detected by the first current sensor 79a and the current at the second voltage terminal 92 detected by the second current sensor 79b (S36).

[0090] The power control unit 130 derives the ratio between the power between the first terminal and the power between the second terminal based on the voltage at the first voltage terminal 90 and the voltage at the second voltage terminal 92 obtained in step S36 and the first voltage and second voltage obtained in step S31 (S37).

[0091] The power control unit 130 derives the generated power of the first motor generator 22 and the generated power of the second motor generator 24 so that the ratio between the generated power of the first motor generator 22 and the generated power of the second motor generator 24 is substantially the same as the derived ratio (S38).

[0092] The power control unit 130 updates the target value of the output of the engine 20 so that the generated power of the first motor generator 22 and the generated power of the second motor generator 24 become the derived generated power (S39), and proceeds to processing in step S41.

[0093] If it is determined that there is no imbalance, i.e., that there is balance (NO in S35), the power control unit 130 maintains the target value of the engine 20 output at the currently set value (S40) and proceeds to processing in step S40.

[0094] In step S41, the electric power control unit 130 generates an engine output command instructing the target value of the output of the engine 20 set in step S39 or step S40, and transmits the engine output command to the engine 20 (S41). The engine 20 operates in accordance with the received engine output command.

[0095] As described above, the vehicle 10 of this embodiment includes the first power conversion device 70 capable of converting to single-phase AC power and outputting it, and the second power conversion device 72 capable of converting to single-phase AC power and outputting it. In the vehicle 10 of this embodiment, one of the two output terminals of the first 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 this embodiment, one of the two output terminals of the second 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.

[0096] As a result, in the vehicle 10 of this embodiment, in addition to the power between the neutral terminal 94 and the first voltage terminal 90 by the first motor generator 22, the power between the neutral terminal 94 and the second voltage terminal 92 by the second motor generator 24 can also be supplied to the outside of the vehicle 10. Therefore, in the vehicle 10 of this embodiment, more power can be supplied to the outside of the vehicle 10 than in a configuration in which the generated power of one motor generator is supplied to the outside of the vehicle 10.

[0097] Therefore, according to the vehicle 10 of this embodiment, it is possible to supply a sufficient amount of electric power to the outside of the vehicle 10 .

[0098] In addition, the first power conversion device 70 and the second power conversion device 72 of the vehicle 10 of this embodiment are configured to be capable of substantially single-phase three-wire output through the first voltage terminal 90, the second voltage terminal 92, and the neutral terminal 94.

[0099] In the 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 is also available. Therefore, according to the vehicle 10 of this embodiment, it is possible to supply a more sufficient amount of power to the outside of the vehicle 10.

[0100] Furthermore, a typical consumer receives power from the power grid 38 via a single-phase, three-wire power distribution system. Therefore, the consumer's on-premises wiring 36 is configured on the premise of a single-phase, three-wire system. The vehicle 10 of this embodiment is configured to be capable of single-phase, three-wire output, and therefore has high compatibility with the consumer's on-premises wiring 36, and can more appropriately supply power to the consumer's on-premises wiring 36.

[0101] Furthermore, since the vehicle 10 of this embodiment is configured to be capable of single-phase three-wire output, when supplying power to a customer's on-premises wiring 36, there is no need to install a separate power conversion device between the vehicle 10 and the on-premises wiring 36, and power can be supplied directly to the on-premises wiring 36. This makes the vehicle 10 of this embodiment highly convenient for the user. Furthermore, since the vehicle 10 of this embodiment does not require a separate power conversion device, power loss in the separate power conversion device can be avoided. Furthermore, the vehicle 10 of this embodiment does not require the provision of space for a separate power conversion device, and the cost of installing a separate power conversion device can also be reduced.

[0102] In addition, as a comparative example, in a configuration in which the operation of the engine 20 causes only the first motor generator 22 to generate electricity through the planetary mechanism 50, the efficiency of converting the output of the engine 20 into rotation of the first motor generator 22 is low, and the amount of electricity generated relative to the output of the engine 20 is low.

[0103] In contrast, in the vehicle 10 of this embodiment, the output of the engine 20 is distributed to the first motor-generator 22 and the second motor-generator 24 via the planetary gear mechanism 50, causing the first motor-generator 22 and the second motor-generator 24 to generate electricity. To realistically achieve this, the vehicle 10 of this embodiment is provided with a clutch 54. Because of this configuration, the vehicle 10 of this embodiment has higher rotational efficiency of the first motor-generator 22 and the second motor-generator 24 relative to the output of the engine 20, compared to the comparative example described above in which only the first motor-generator 22 generates electricity. Therefore, in the vehicle 10 of this embodiment, the first motor-generator 22 and the second motor-generator 24 can generate electricity efficiently while suppressing the output of the engine 20.

[0104] Furthermore, the vehicle 10 of this embodiment includes a speed reducer 52. As a result, even if the specifications of the first motor generator 22 and the second motor generator 24 are different, the vehicle 10 of this embodiment can make the generated power of the first motor generator 22 and the generated power of the second motor generator 24 substantially the same. As a result, the vehicle 10 of this embodiment can appropriately output a single-phase three-wire system.

[0105] While the present invention has been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is clear that those skilled in the art can conceive of various modifications and alterations within the scope of the claims, and it is understood that such modifications and alterations also fall within the technical scope of the present invention.

[0106] REFERENCE SIGNS LIST 10 Vehicle 20 Engine 22 First motor generator 24 Second motor generator 26 Connection port 50 Planetary mechanism 52 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 wire current sensor 80 Control device 90 First voltage terminal 92 Second voltage terminal 94 Neutral terminal 100 First ACDC conversion device 102 First DCDC conversion device 104 First DC / AC conversion device 110 Second ACDC conversion device 112 Second DCDC conversion device 114 Second DC / AC conversion device 120 Processor 122 Memory

Claims

1. A vehicle comprising: 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 it; a second power conversion device provided independently of the first power conversion device and capable of converting power generated by the second motor generator into single-phase AC power and outputting it; and a connection port having a first voltage terminal, a second voltage terminal, and a neutral terminal, and capable of electrically connecting to wiring outside the vehicle, wherein one of 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; and one of 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, wherein the first power conversion device and the second power conversion device are configured to be capable of outputting a substantially single-phase three-wire system through the first voltage terminal, the second voltage terminal and the neutral terminal.

3. A vehicle as described in claim 1, further comprising: a planetary mechanism having a sun gear, a ring gear, planetary gears, and a carrier connected to the planetary gears; an engine connected to the carrier; and a clutch, wherein the second motor generator is connected to the ring gear and is connected to one end of the clutch, the other end of the clutch is connected to a wheel, the second motor generator is capable of generating electricity when the engine is operating, and when the second motor generator is caused to generate electricity while the vehicle is not moving, the clutch is released.

4. The vehicle described in claim 1, further comprising: a planetary mechanism having a sun gear, a ring gear, planetary gears, and a carrier connected to the planetary gears; an engine connected to the carrier; and a reduction gear connected to the ring gear, wherein the first motor generator is connected to the sun gear, the second motor generator is connected to the ring gear via the reduction gear, the first motor generator and the second motor generator are capable of generating electricity when the engine is operating, and the reduction gear is set to a gear ratio that substantially minimizes the difference between the maximum amount of electric power that can be generated by the first motor generator and the maximum amount of electric power that can be generated by the second motor generator.

5. The power converter further comprises a first voltage sensor capable of detecting a voltage between the neutral terminal and the first voltage terminal, a second voltage sensor capable of detecting a voltage between the neutral terminal and the second voltage terminal, and a control device, wherein the first power conversion device comprises a first ACDC conversion device that converts AC generated power of the first motor generator into DC power, a first DCDC conversion device that converts the power converted by the first ACDC conversion device into DC power of a different voltage, and a first DC-AC conversion device that converts the power converted by the first DCDC conversion device into single-phase AC power and outputs the converted single-phase AC power between the neutral terminal and the first voltage terminal, and the second power conversion device comprises a second ACDC conversion device that converts AC generated power of the second motor generator into DC power, and a second DCDC conversion device that converts the power converted by the second ACDC conversion device into DC power of a different voltage, 2. The vehicle according to claim 1, further comprising: a second DC-DC conversion device that converts the power converted by the second DC-DC conversion device into single-phase AC power and outputs the converted single-phase AC power between the neutral terminal and the second voltage terminal; wherein the control device has: one or more processors; and one or more memories connected to the processors, wherein the processor controls at least one of the first DC-DC conversion device and the second DC-DC conversion device based on a detection result of the first voltage sensor and a detection result of the second voltage sensor so that an effective value of the voltage between the neutral terminal and the first voltage terminal and an effective value of the voltage between the neutral terminal and the second voltage terminal are substantially the same.

6. The vehicle according to claim 1, further comprising a control device having one or more processors and one or more memories connected to the processors, wherein the processor executes processes including: determining whether there is an unbalance between power between first terminals, which are between the neutral terminal and the first voltage terminal, and power between second terminals, which are between the neutral terminal and the second voltage terminal; and, when it is determined that there is an unbalance, controlling at least one of the generated power of the first motor generator and the generated power of the second motor generator so that the ratio between the generated power of the first motor generator and the generated power of the second motor generator becomes substantially the same as the ratio between the power between the first terminals and the power between the second terminals.

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