WO2013154175A1

WO2013154175A1 - Management system and management method for hybrid vehicle

Info

Publication number: WO2013154175A1
Application number: PCT/JP2013/061029
Authority: WO
Inventors: 泰弘小西
Original assignee: 日産自動車株式会社
Priority date: 2012-04-13
Filing date: 2013-04-12
Publication date: 2013-10-17

Abstract

This management system is for managing a hybrid vehicle having an engine (10) and a motor (20) as power sources and a tank for storing fuel for the engine (10), and comprises: a degradation degree calculation means that calculates the degree of degradation of the fuel; and a refueling amount calculation means that calculates the necessary refueling amount which is the amount of fuel necessary to keep the degree of degradation calculated by the degradation degree calculation means from exceeding a degradation degree threshold that indicates the degradation of the fuel.

Description

Hybrid vehicle management system and management method

The present invention relates to a hybrid vehicle management system and management method.

This application claims priority based on Japanese Patent Application No. 2012-091633 filed on Apr. 13, 2012. For designated countries that are allowed to be incorporated by reference, The contents described in the application are incorporated into the present application by reference and made a part of the description of the present application.

If the property of the fuel stored in the fuel tank is predicted to be inappropriate, even if the vehicle condition satisfies the conditions for EV travel, the internal combustion engine is operated without performing EV travel. A hybrid vehicle that consumes fuel is known (Patent Document 1).

JP 2007-168512 A

However, since the internal combustion engine is operated in spite of the vehicle state in which EV travel is performed, there is a problem that the consumed fuel is wasted.

The present invention provides a management system and a management method for a hybrid vehicle that can suppress wasteful consumption of the fuel even when the fuel is deteriorated.

The present invention solves the above problem by calculating the degree of fuel deterioration and calculating the required amount of fuel necessary for the calculated degree of deterioration not to be higher than a deterioration degree threshold indicating fuel deterioration.

In the present invention, by calculating the amount of refueling required so that the deterioration level does not become higher than the deterioration level threshold, it is possible to suppress the supply of more fuel than necessary when recovering the deterioration of the fuel. Therefore, it is possible to prevent the fuel from being consumed wastefully.

1 is a block diagram of a vehicle managed by a management system according to an embodiment of the present invention. It is a block of the integrated control unit of FIG. It is a block diagram of the management system which manages the vehicle of FIG. It is a schematic diagram for demonstrating the content of the database of FIG. It is a graph which shows the content of antioxidant, and the characteristic of a deterioration degree with respect to elapsed days regarding the fuel supplied in the tank of FIG. It is a graph which shows the characteristic of the deterioration degree with respect to elapsed time regarding the fuel supplied in the tank of FIG. FIG. 2 is a graph showing an optimal antioxidant content characteristic with respect to the number of days elapsed until it is determined that the fuel has deteriorated with respect to the fuel supplied into the tank of FIG. 1. It is a graph which shows the characteristic of the oil level height of a tank with respect to the required oil supply quantity, and content of antioxidant regarding the fuel supplied in the tank of FIG. It is a flowchart which shows the control procedure of the controller of the server of FIG. It is a flowchart which shows the control procedure of the controller of the server of FIG. It is a flowchart which shows the control procedure of the controller of the server of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<< First Embodiment >>
As an example of a vehicle managed by the hybrid vehicle management system according to the present embodiment, the hybrid vehicle 1 of this example is a parallel electric vehicle that uses a plurality of power sources to drive the vehicle. Hybrid vehicle 1 is a plug-in hybrid vehicle that can charge battery 30 provided in the vehicle with electric power from external charging device 200. The hybrid vehicle 1 transmits and receives information to and from the management server 400 that manages the vehicle 1. First, the configuration of the hybrid vehicle 1 will be described.

As shown in FIG. 1, the hybrid vehicle 1 includes an internal combustion engine (hereinafter referred to as “engine”) 10, a first clutch 15, a motor generator (electric motor / generator) 20, a second clutch 25, a battery 30, an inverter 35, An automatic transmission 40, a propeller shaft 51, a differential gear unit 52, a drive shaft 53, left and right drive wheels 54, and a display 90 are provided. Hereinafter, the case where the present invention is applied to a parallel type hybrid vehicle will be described, but the present invention can also be applied to other types of hybrid vehicles. Further, a continuously variable transmission (CVT) may be used instead of the automatic transmission 40.

Engine 10 is an internal combustion engine that is driven by gasoline or light oil as fuel, and based on a control signal from engine control module 70, the valve opening of the throttle valve, fuel injection amount, ignition timing, and the like are controlled. The engine 10 is provided with an engine speed sensor 11 for detecting the engine speed Ne and a water temperature sensor (not shown) for detecting the temperature of the cooling water of the engine 10.

The fuel tank 12 is a tank that stores fuel for driving the engine 10. The fuel tank sensor 13 is a sensor for detecting the amount of fuel remaining in the fuel tank 12 and is a sensor for measuring the oil level of the fuel in the fuel tank 12.

The first clutch 15 is interposed between the output shaft of the engine 10 and the rotation shaft of the motor generator 20, and connects and disconnects power transmission between the engine 10 and the motor generator 20. As a specific example of the first clutch 15, for example, a wet multi-plate clutch that can continuously control the oil flow rate and hydraulic pressure with a proportional solenoid can be exemplified. The first clutch 15 controls the hydraulic pressure of the hydraulic unit 16 based on a control signal from the integrated control unit 60, thereby engaging / disengaging the clutch plate (including a slip state).

The motor generator 20 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor generator 20 is provided with a motor rotation speed sensor 21 for detecting the rotor rotation speed Nm. The motor generator 20 functions not only as an electric motor but also as a generator. When three-phase AC power is supplied from the inverter 35, the motor generator 20 is driven to rotate (powering). On the other hand, when the rotor is rotated by an external force, motor generator 20 generates AC power by generating electromotive force at both ends of the stator coil (regeneration). The AC power generated by the motor generator 20 is converted into a DC current by the inverter 35 and then charged to the battery 30.

Specific examples of the battery 30 include a lithium ion secondary battery and a nickel hydride secondary battery. A current / voltage sensor 31 is attached to the battery 30, and these detection results can be output to the motor control unit 80. The battery 30 is a battery that can be charged by an external charging device 200 provided outside the vehicle, and is connected to a charging port 34 via a charger 32 and a switch 33. The battery 30 also acts as a battery for operating home electrical equipment, for example, and can be used as an emergency power source in the event of a power failure.

Sensor 31 is a voltage or current sensor for detecting the state of the battery. The sensor 31 is electrically connected to the battery 30. The charger 32 has a charging circuit that converts AC power supplied from the external charging device 200 into DC power and supplies power to the battery 30. The charger 32 is controlled by the battery control unit 100. The switch 33 is connected between the charger 32 and the charging port 34, and is a switch for switching between electrical connection and disconnection between the external charging device 200 and the battery 30.

The charging port 34 has a connector that can be connected to the tip of the charging cable of the external charging device 200, and is provided on the surface portion of the vehicle 1. When the leading end portion of the charging cable is connected to the charging port 34, a signal indicating that it is connected is transmitted to the battery control unit 100.

When the battery 30 is used as a household power source, a power control device (not shown) for supplying power to the home is connected to the charging port 34, and the battery 30 and the house are connected via the power control device. Electrically connect to the distribution board. And in the state which switched on, the electric power of the battery 30 is supplied to a house through the said electric power control apparatus. The power control device may be mounted on the vehicle 1.

The external charging device 200 is provided outside the vehicle 1 and is installed in a parking lot at home, a commercial facility such as a shopping center, a public facility such as a city hall, or a facility such as a factory. When the external charging device 200 is provided in a parking lot at home, the external charging device 200 is connected to a home AC power source, converts power from the AC power source into power suitable for supply to the vehicle 1, and a charging cable (not shown). To the charging port 34.

The automatic transmission 40 is a transmission that automatically switches stepped gear ratios such as forward 7 speed, reverse 1 speed, etc. according to the vehicle speed, accelerator opening, and the like. The automatic transmission 40 changes the gear ratio based on a control signal from the integrated control unit 60. The output shaft of the automatic transmission 40 is connected to the left and right drive wheels 54 via a propeller shaft 51, a differential gear unit 52, and left and right drive shafts 53. In FIG. 1, reference numeral 55 denotes left and right steering front wheels.

The telematics control unit 50 includes a communication device for performing transmission / reception with the outside of the server 400 and the like, and transmits / receives information to / from a server 400 that manages a vehicle to be described later. The telematics control unit 50 is connected to the integrated control unit 60 by CAN communication.

The display 90 is a display device for displaying information or the like managed by the navigation system included in the integrated control unit 60 and notifying the passenger of the information.

The hybrid vehicle 1 in the present embodiment can be switched to three travel modes according to the engaged / released state of the first and

second clutches

15 and 25.

The first travel mode is referred to as a motor use travel mode (hereinafter referred to as “EV travel mode”) in which the first clutch 15 is disengaged and the second clutch 25 is engaged to travel using only the power of the motor generator 20 as a power source. ).

The second travel mode is an engine use travel mode (hereinafter referred to as “HEV travel mode”) in which both the first clutch 15 and the second clutch 25 are engaged to travel while including the engine 10 as a power source in addition to the motor generator 20. .)

The third travel mode is a slip travel mode in which the second clutch 25 is in a slip state and travels while including at least one of the engine 10 or the motor generator 20 as a power source (hereinafter referred to as “WSC travel mode”).

When shifting from the EV travel mode to the HEV travel mode, the released first clutch 15 is engaged, and the engine 10 is started using the torque of the motor generator 20.

Furthermore, the “HEV travel mode” includes three travel modes of “engine travel mode”, “motor assist travel mode”, and “travel power generation mode”.

In the “engine running mode”, the drive wheels 54 are moved using only the engine 10 as a power source. In the “motor assist travel mode”, the drive wheels 54 are moved using two of the engine 10 and the motor generator 20 as power sources. In the “running power generation mode”, the motor generator 20 is caused to function as a generator at the same time as the drive wheels 54 are moved using the engine 10 as a power source.

In addition to the modes described above, there is a power generation mode for charging the battery 30 and supplying power to the electrical components by causing the motor generator 20 to function as a generator using the power of the engine 10 when the vehicle is stopped. May be.

The control system of the hybrid vehicle 1 in this embodiment includes an integrated control unit 60, an engine control module 70, a motor control unit 80, and a battery control unit 100, as shown in FIG. These

control units

60, 70, 80, and 100 are connected to each other through, for example, CAN communication.

The engine control unit 70 inputs information from the engine speed sensor 11 and controls the engine operating point (engine speed Ne, engine torque Te) in response to a command such as the target engine torque tTe from the integrated control unit 60. The command is output to a throttle valve actuator, an injector, a spark plug, etc. provided in the engine 10. The engine control unit 70 controls the injector based on the temperature detected by the water temperature sensor 12 and adjusts the fuel injection amount. Information on the engine speed Ne and the engine torque Te is supplied to the integrated control unit 60 via CAN communication.

The motor control unit 80 inputs information from the motor rotation speed sensor 21 provided in the motor generator 20, and receives a command such as a target motor generator torque tTm (may be a target motor generator rotation speed tNm) from the integrated control unit 60. In response, a command for controlling the operating point (motor rotation speed Nm, motor torque Tm) of motor generator 20 is output to inverter 35.

Further, the motor control unit 80 calculates and manages the SOC of the battery 30 based on the current value and the voltage value detected by the current / voltage sensor 31. The battery SOC information is used as control information for the motor generator 20 and is sent to the integrated control unit 60 via CAN communication.

The battery control unit 100 is a control unit for managing the state of the battery, calculates the state of charge (SOC) of the battery from the detection value of the sensor 31, and transmits it to the integrated control unit 60. When the battery control unit 100 detects from the signal from the charging port 34 that the external charging device 200 is connected, the battery control unit 100 turns on the switch 33.

Further, the battery control unit 100 controls the charger 32, manages the SOC of the battery 30 during charging of the battery 30 by the external charging device 200, and turns off the switch 33 when the battery 30 reaches the target SOC.

The integrated control unit 60 efficiently controls the hybrid vehicle 1 by integrally controlling the operating point of the power train composed of the engine 10, the motor generator 20, the automatic transmission 40, the first clutch 15, and the second clutch 25. It bears the function to make it run.

The integrated control unit 60 calculates the operating point of the power train based on information from each sensor acquired through CAN communication, and controls the operation of the engine according to a control command to the engine control module 70, and the motor control unit 80. Operation control of the motor generator 20 by the control command to the automatic transmission 40, operation control of the automatic transmission 40 by the control command to the automatic transmission 40, engagement / release of the first clutch 15 by the control command to the hydraulic unit 16 of the first clutch 15 Control and engagement / release control of the second clutch 25 by a control command to the hydraulic unit 26 of the second clutch 25 are executed.

Next, drive control of the engine 10 and the motor generator 20 among the controls executed by the integrated control unit 60 will be described. FIG. 2 is a control block diagram of the integrated control unit 60.

2, the integrated control unit 60 includes a target driving force calculation unit 61, a mode selection unit 62, a target charge / discharge calculation unit 63, an operating point command unit 64, and a shift control unit 65.

The target driving force calculation unit 61 uses a predetermined target driving force map to determine the accelerator opening APO detected by the accelerator opening sensor 69 and the transmission detected by the output rotation sensor 42 of the automatic transmission 40. Based on the output speed No (= vehicle speed VSP), the target driving force tFo0 is calculated.

The mode selection unit 62 refers to a predetermined mode map and selects a target mode. FIG. 4 shows an example of the mode map. In the mode map (shift map), EV travel mode, WSC travel mode, and HEV travel mode regions are set in accordance with the vehicle speed VSP and the accelerator opening APO.

Further, an engine start line Lo is drawn at a predetermined position on the mode map, and the EV drive mode is assigned to the lower vehicle speed (VSP) and accelerator opening (APO) with the engine start line as a boundary. The HEV travel mode is assigned to the vehicle with the higher vehicle speed (VSP) and accelerator opening (APO). Therefore, the mode selection unit 62 requests the operating point command unit 64 to start the engine 10 when the EV traveling mode is shifted to the HEV traveling mode beyond the starting line Lo.

The engine start line Lo corresponds to a threshold value for starting the engine 10, and the engine 10 is started when the accelerator opening APO or the vehicle speed VSP is larger than the threshold value.

In addition, the above-described WSC travel modes are assigned to low speed regions (for example, regions of 15 km / h or less) in both the EV travel mode and the HEV travel mode. The predetermined vehicle speed VSP1 that defines the WSC travel mode is a vehicle speed at which the engine 10 can rotate independently. Therefore, in a region lower than the predetermined vehicle speed VSP1, the engine 10 cannot rotate independently while the second clutch 25 remains engaged. Even when the EV travel mode is selected, if the SOC of the battery 30 is equal to or less than a predetermined value, the mode may be forcibly shifted to the HEV travel mode.

The target charge / discharge calculation unit 63 calculates the target charge / discharge power tP from the SOC of the battery 30 using a predetermined target charge / discharge amount map. The target charge / discharge calculation unit 63 calculates a target charging power for charging the battery 30 when the SOC of the battery 30 is low, and discharges the battery 30 when the SOC of the battery 30 is high. The target discharge power to be calculated is calculated and transmitted to the operating point command unit 64. Further, the target charge / discharge calculation unit 63 sets the target charge / discharge power based on the external information received by the telematics control unit 50.

The operating point command unit 64 uses the target opening torque APO, the target driving force tFo0, the target mode, the vehicle speed VSP, and the target charge / discharge power tP as a target target for achieving the power train operating point tTe. , Target motor generator torque tTm (may be target motor generator torque tNm), target first clutch transmission torque capacity tTc1, target second clutch transmission torque capacity tTc2, and target gear stage of automatic transmission 40 are calculated.

The target engine torque tTe is sent from the integrated control unit 60 to the engine control unit 70, and the target motor generator torque tTm (may be the target motor generator rotational speed tNm) is sent from the integrated control unit 60 to the motor control unit 80.

The operating point command unit 64 calculates a target first clutch transmission torque capacity tTc1 and a target second clutch transmission torque capacity tTc2 in order to generate a target driving force under the target mode set by the mode selection unit 62. For the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2, the integrated control unit 60 generates solenoid currents corresponding to the target first clutch transmission torque capacity tTc1 and the target second clutch transmission torque capacity tTc2. Supply to the

hydraulic units

16 and 26, respectively.

Also, the operating point command unit 64 can start the engine 10 as a request on the system regardless of the selection mode by the mode selection unit 62, such as when the SOC is lowered. For example, when the mode selection unit 62 selects the EV mode, but the SOC of the battery 30 is reduced, and the target charge / discharge calculation unit 63 calculates the target charge power for charging the battery 30, The operating point command unit 64 calculates a target calculation torque and starts the engine 10 via the engine control module 70.

The shift control unit 65 drives and controls the solenoid valve in the automatic transmission 40 so as to achieve the target shift stage according to the shift schedule shown in the shift map. Note that the shift map used at this time is one in which a target shift speed is set in advance based on the vehicle speed VSP and the accelerator opening APO as shown in FIG.

Next, the management system of this example for managing the hybrid vehicle 1 will be described with reference to FIG. FIG. 3 is a block diagram of the management system of this example. The management system is a system that manages the hybrid vehicle 1 and the gas station 400 by transmitting and receiving information between the hybrid vehicle 1, the gas station 300, and the server 400. Note that the management system of this example manages not only the hybrid vehicle 1 but also a plurality of other vehicles, and also manages information on not only one gas station 400 but also other gas stations.

The integrated control unit 60 of the hybrid vehicle 1 has a fuel management unit 66 and a fuel supply notification unit 67. The fuel management unit 66 measures the remaining amount of fuel in the fuel tank 12 based on the detection value of the fuel tank sensor 13. The remaining amount of fuel may be measured from the height of the oil level by the fuel tank sensor 13 and may be measured by combining the detection values of a G sensor (not shown) that detects the inclination of the oil level. Or you may measure by calculation from the detected value of the fuel tank sensor 13, and the calculated value of the fuel consumption amount which drive | works the engine 10 and drive | works. Further, the fuel management unit 66 manages the consumption rate of the consumed fuel, that is, so-called fuel consumption, by driving the engine 10.

The fuel supply notification unit 67 is a control unit for reporting additional fuel supply in order to prevent deterioration of the fuel remaining in the tank 12. The notification of additional refueling is not simply a notification when the remaining amount of fuel in the tank 12 is low, but a notification for recovering the deterioration of the remaining fuel by adding fuel. .

Here, the fuel deterioration will be described. The deterioration of the fuel includes oxidative deterioration caused by the fuel in the tank 12 being combined with the oxygen in the tank. In order to prevent this oxidative deterioration, the fuel contains an antioxidant. Even in a state where the fuel does not decrease, the content of the antioxidant contained in the fuel decreases with the passage of time, and further, the oxidative deterioration progresses, so that the fuel deteriorates. Further, in a vehicle with good fuel consumption, such as the vehicle 1 of this example, the fuel in the tank may not be consumed for a long period of time, so the fuel deterioration as described above occurs. When the fuel remaining in the tank 12 deteriorates, the content of the antioxidant in the tank 12 is increased by adding new fuel. Therefore, the amount of fuel remaining in the tank 12 before refueling is increased. Degradation can be recovered.

Referring back to FIG. 3, the refueling notification unit 67 also notifies the refueling amount (necessary refueling amount) necessary for recovering the deterioration when notifying the additional refueling for recovering the fuel deterioration. That is, depending on the user of the vehicle 1, traveling conditions such as the traveling time in the EV mode and the traveling time in the HEV mode are different, and the fuel consumption rate is different. Therefore, for example, when the user of the vehicle 1 with a low fuel consumption rate and a long refueling interval refuels more than necessary to recover the fuel deterioration, the fuel that is not consumed after the additional refueling Will remain, and the remaining fuel will deteriorate. Therefore, in this example, according to the user, the oil supply notification unit 67 notifies the oil supply amount necessary for recovering the deterioration. The calculation of the required oil supply amount will be described later.

The gas station 300 includes a controller 310 as a terminal for managing information on gasoline to be stored. The controller 310 includes a refinery information management unit 311 and a communication unit 312. The oil production information management unit 311 manages oil production information related to the production of fuel stored in a tank in the gas station 300. The oil refinement information is information related to oil production when the fuel is refined, and includes the time when the oil was produced, the elapsed time since the oil was produced, and the content and concentration of substances such as antioxidants contained in the fuel. . The oil production information management unit 311 updates the oil production information every time new fuel is stored in the tank. The communication unit 312 communicates information with the server 400 at a request from the server 400 or at a predetermined cycle. The communication unit 312 displays the oil production information managed by the oil production information management unit 311, and when the fuel is supplied to the tank 12 of the vehicle 1, the amount of fuel supplied, the type of fuel supplied, the time information when the fuel was supplied, and the like. Send to.

The server 400 functions as a center for managing the hybrid vehicle 1 and the gas station 300, and includes a database 410 and a controller 420. The database 410 is a database that records information related to fuel in the tank 12 transmitted from the vehicle 1, fuel refinement information transmitted from the gas station 300, and the like.

The database 410 stores information as shown in FIG. 4 as an example. FIG. 4 is a conceptual diagram for explaining an example of information recorded in the database 410. The database 410 includes, for each vehicle, the number of days since refueling, the remaining amount of fuel in the tank 12, the content of the antioxidant contained in the fuel in the tank 12, the degree of deterioration of the fuel, the number of days until the next refueling, The refining time of the fuel in the tank 12 is recorded.

Vehicle ID is identification information for identifying individual vehicles. The vehicle ID is assigned in advance for each vehicle. For example, information on the license plate is used as the vehicle ID. The number of days since refueling is the number of days that have elapsed since the fuel remaining in the tank 12 was refueled. The remaining amount of fuel in the tank is the amount of fuel remaining in the tank 12.

The degree of deterioration is the degree of fuel deterioration determined according to the content (concentration) of the antioxidant contained in the fuel in the tank 12. When a fuel with a high degree of deterioration is used, there is a high possibility that the startability of the engine 10 is deteriorated or the combustion state of the fuel becomes unstable. The degree of deterioration is indicated, for example, by the ratio of the content (mass) of the antioxidant to the mass of the fuel. In this example, the state in which the content of the antioxidant of the fuel has become zero, or the state in which it is possible to determine that the decreasing tendency of the content of the antioxidant in the fuel has converged even if more time has elapsed. The deterioration degree is 100%.

«The number of days until the next refueling is the number of days from the present to the day when the next refueling is expected. The prediction control for the next oiling date will be described later.

The controller 420 includes a deterioration information management unit 421, a deterioration degree calculation unit 422, a deterioration determination unit 423, a fuel supply timing prediction unit 424, a fuel supply amount calculation unit 425, and a communication unit 426. The deterioration information management unit 421 manages deterioration information of the fuel remaining in the tank 12. The deterioration information is information on fuel deterioration. For example, time information when the fuel is supplied, information on the remaining capacity of the fuel remaining in the tank 12, information on the antioxidant of the fuel in the tank 12 (contained) Amount, concentration, etc.). Further, the deterioration information management unit 421 manages deterioration for each vehicle by recording deterioration information in the database 101.

The deterioration degree calculation unit 422 calculates the fuel deterioration degree based on the oil production information managed by the oil refinement information management unit 311 and transmitted to the controller 420 and the deterioration information managed by the deterioration information management unit 421. The deterioration degree calculated by the deterioration degree calculation unit 422 includes the deterioration degree of the fuel after refueling the tank 12 and the deterioration degree of the fuel in the tank 12 not only after refueling but in a normal vehicle state.

The deterioration determination unit 423 is a control unit that determines whether or not the fuel in the tank 12 has deteriorated by comparing the deterioration degree calculated by the deterioration degree calculation unit 422 with a deterioration degree threshold value. The deterioration degree threshold is a threshold for determining that the fuel has deteriorated, and is a preset value. The deterioration degree threshold corresponds to a deterioration degree that is determined to have an effect on the combustion of the engine 10 due to deterioration of the fuel. The deterioration degree threshold value may be set for each vehicle identified by the vehicle type ID, or may be set for each vehicle type of the vehicle.

The fueling time prediction unit 424 is a control unit for predicting the next fueling time from the fuel consumption of the hybrid vehicle 1 and the like. The prediction of the refueling time is made for each vehicle and is managed in the database 410. The fuel supply amount calculation unit 425 calculates the fuel supply amount necessary for the deterioration degree calculated by the deterioration degree calculation unit 422 not to be higher than the deterioration degree threshold value. As described above, by adding fuel to the fuel remaining in the tank 12 and refueling, the deterioration of the fuel is recovered and the degree of deterioration is reduced. And the amount of decrease in the degree of deterioration due to additional fueling varies depending on the amount of fuel to be fueled and the content of antioxidant contained in the fuel. Therefore, the fuel supply amount calculation unit 425 needs to take these factors into account and reduce the content of the antioxidant in the fuel after the additional fuel supply so that the deterioration level does not exceed the deterioration level threshold value. Calculate the correct amount of oil.

The communication unit 426 communicates with the telematics control unit 50 of the vehicle 1 and the communication unit 312 of the gas station 300, and transmits / receives information to / from the vehicle 1 and the gas station 400.

Next, control in the hybrid vehicle management system of this example will be described. First, calculation control of the degree of deterioration in the tank 12 will be described. Of the deterioration degree calculation control, the calculation control related to the deterioration degree of the fuel in the tank 12 in a normal vehicle state will be described.

The fuel in the tank 12 is oxidized and deteriorated by contact with oxygen in the tank, and as the number of days from refueling, the content of the antioxidant in the fuel decreases, so the deterioration degree depends on the passage of days. Become higher. At this time, the amount of oxygen in the tank varies depending on the shape of the tank 12 and the remaining capacity of the fuel in the tank. Since the shape of the tank 12 is determined in advance for each vehicle type, if the remaining amount of fuel in the tank is known, the amount of oxygen touched on the surface of the fuel in the tank is also determined. And the time-dependent reduction | decrease characteristic of antioxidant is decided beforehand according to the property of fuel.

In this example, the integrated control unit 60 manages the remaining capacity of the fuel in the tank 12 by the fuel management unit 66. Further, when refueling is performed in the tank 12, the fuel management unit 66 also manages the volume of fuel in the tank 12 after refueling. The remaining amount of fuel managed by the fuel management unit 66 is transmitted to the controller 420 at a predetermined cycle.

In the gas station 300, when the vehicle 310 is refueled, the controller 310 supplies the controller 410 on the server 400 side with the refueling time (refueling time) and the volume of refueled fuel (refueling amount). Send. The deterioration information management unit 421 calculates the remaining fuel capacity managed in the fuel management unit 66, the fueling time transmitted from the controller 310, the current fuel capacity in the tank of the vehicle 1, and The elapsed time can be grasped.

In addition, the server 400 manages information for each vehicle in the database 410, and also manages the characteristics of the antioxidant and the characteristics of the degree of deterioration with respect to the number of days elapsed since refueling. The controller 420 stores, in the database 410, a table (hereinafter referred to as a “fuel supply deterioration table”) that indicates the relationship between the remaining capacity of fuel and the number of days elapsed since fuel supply, the content of antioxidants, and the degree of deterioration. is doing. Then, the deterioration degree calculation unit 422 refers to the fuel supply deterioration table using the remaining capacity of the fuel in the tank 12 and the number of days elapsed since the fuel supply, which is managed by the deterioration information management unit 421. Thus, the antioxidant content of the fuel in the tank 12 and the degree of deterioration are calculated. Thereby, the deterioration degree of the fuel in the tank 12 at a certain time is calculated.

The deterioration of the fuel has started from the time when the fuel is refined before the fuel is supplied to the tank 12 in the gas station 300, and the deterioration of the fuel progresses according to the elapsed time from the time of the refinement. ing. In FIG. 5, the characteristic of antioxidant content with respect to the elapsed days from essential oil and the characteristic of a deterioration degree are shown. The graph a in FIG. 5 is a graph showing the characteristics of the antioxidant content, and the graph b is a graph showing the characteristics of the degree of deterioration.

Assuming that the remaining capacity of the fuel in the tank 12 is a constant amount, as shown in FIG. 5, the content of the antioxidant decreases with the passage of time from the time of essential oil, and the degree of deterioration is the time from the time of essential oil. Rises over time.

In this example, when the fuel is supplied into the tank 12, the oil refinement information management unit 311 uses the controller to determine the time of oil refinement and the content of the antioxidant of the fuel refined as the oil refinement information of the fuel that has been supplied. To 420. Then, the controller 420 updates the number of days with the passage of time while storing the number of days from the essential oil of the fuel in the tank 12 in the database 410 from the time information of the refinement transmitted from the refinery information management unit 311. In addition, the controller 420 stores a table (hereinafter referred to as “oil refinement deterioration table”) indicating the relationship between the number of days elapsed since the refining of the fuel and the content of the antioxidant. Here, the content of the antioxidant in the oil refinement deterioration table is the content per unit volume of the fuel.

The deterioration degree calculation unit 422 can also calculate the deterioration degree of the fuel at a certain time using the oil refinement deterioration table. The deterioration degree calculation unit 422 acquires information on the number of days that have elapsed since the refinement of the vehicle 1 from the database 410 at a certain time. Note that when calculating the degree of fuel deterioration of vehicles other than the vehicle 1, the number of days elapsed since the time of refinement may be acquired based on the vehicle ID corresponding to the other vehicle.

Further, the deterioration degree calculation unit 422 acquires the remaining capacity of the fuel in the tank 12 from the database 410 at a certain time. Then, the deterioration degree calculation unit 422 calculates the content (concentration) of the antioxidant of the fuel with reference to the oil production deterioration table using the elapsed days from the essential oil of the fuel in the tank 12. Further, the deterioration degree calculation unit 422 uses the remaining capacity of the fuel in the tank 12 and the calculated content (concentration) of the antioxidant to calculate the content of the antioxidant contained in the fuel in the tank 12. Calculate. As described above, since the content of the antioxidant has a correlation with the degree of deterioration of the fuel, the deterioration degree calculation unit 422 calculates the content of the antioxidant contained in the fuel in the tank 12. Thus, the degree of deterioration of the fuel can be calculated.

Here, the refueling deterioration table shows the relationship between the remaining capacity of fuel and the number of days elapsed since refueling, the content of antioxidant and the degree of deterioration, but the content of antioxidant and the degree of deterioration of fuel are Depending on the content of the antioxidant contained in the fuel at the time of refueling and the degree of deterioration of the fuel. Then, the content of the antioxidant and the degree of deterioration of the fuel at the time of refueling vary according to the number of days elapsed from the time of oil refining to the time of refueling. Therefore, in this example, a fuel supply deterioration table is stored for each content (content rate) of the antioxidant of the fuel to be supplied. That is, when the number of days elapsed since refueling is the same number of days, the greater the antioxidant content of the fuel that has been refueled, the greater the antioxidant content after that number of days, and the lower the degree of deterioration. Become.

Note that the degree of fuel deterioration and antioxidant content differ depending on the conditions from refining to refueling and the conditions in the tank after refueling, so refer to the refueling deterioration table or the refining deterioration table, respectively. The calculated degree of deterioration of the fuel and the antioxidant may be different. Therefore, for example, for fuel deterioration until refueling, the degree of fuel deterioration and the antioxidant content are calculated with reference to the oil refinement deterioration table. Thereby, the parameter (deterioration degree or antioxidant content) of fuel deterioration at the time of refueling is determined as an initial value. Then, after the fuel is supplied, the fuel deterioration degree and the antioxidant content are calculated with reference to the fuel deterioration table. As a result, the calculation accuracy of fuel deterioration increases.

Next, the calculation control related to the deterioration degree of the fuel after refueling the tank 12 in the deterioration degree calculation control will be described. The degree of deterioration of the fuel in the tank immediately before refueling and the content of the antioxidant are calculated as described above. That is, the deterioration degree calculation unit 422 uses the remaining capacity of the fuel in the tank at the time of refueling and the number of days elapsed from the previous refueling to refer to the refueling deterioration table to prevent the fuel in the tank 12 from being oxidized. The content of is calculated.

At the time of refueling, the content of the antioxidant in the fuel to be refueled varies depending on the number of days elapsed since the time of refining. When the refueling to the tank 12 ends, the controller 310 of the gas station 300 transmits the refueling amount and the refining information of the refueled fuel to the server 400. The deterioration degree calculation unit 422 on the server 400 side uses the oil supply information transmitted from the controller 310 on the gas station 300 side and the oil production information of the supplied fuel to prevent oxidation of the supplied fuel. The content of the agent is calculated. The deterioration degree calculation unit 422 adds the antioxidant content of the fuel remaining in the tank immediately before refueling and the antioxidant content of the fuel supplied to prevent oxidation of the fuel after refueling. The content of the agent is calculated. Since the content of the antioxidant contained in the fuel and the deterioration degree of the fuel have a correlation as shown in FIG. 5, the deterioration degree calculation unit 422 calculates the calculated antioxidant after the refueling. The degree of deterioration of the fuel after refueling can be calculated from the content of.

The change in the degree of deterioration of the fuel before and after refueling will be described with reference to FIG. FIG. 6 is a graph showing characteristics of the degree of deterioration of the fuel with respect to the elapsed time after refueling. In addition, “more” and “small” in FIG. 6 indicate the content of the antioxidant, and the characteristics in which the content of the antioxidant decreases in the order from graph a to graph d.

As for the degree of deterioration of the fuel, the higher the content of the antioxidant, the lower the degree of deterioration of the fuel at the time of refueling. And although the deterioration degree of fuel becomes high with progress of time, the deterioration degree rises from a point with a low deterioration degree, so that there is much content of antioxidant at the time of refueling. Therefore, as shown in the graph of FIG. 6, if the elapsed time from refueling is the same, the greater the content of the antioxidant at the time of refueling, the lower the degree of deterioration of the fuel.

For example, in the gasoline sudan 300, when the fuel supplied is a fuel having a short elapsed time from the time of refining and has a high content of antioxidant at the time of refueling, the fuel in the tank 12 is deteriorated. Advances along the graph a from the point a1 in FIG. And the deterioration degree of a fuel becomes high gradually with progress of time. Since the fuel deterioration level has reached the deterioration level threshold at point a2, fueling is performed. When fuel with a long elapsed time from the time of oil production is supplied as compared with the fuel supplied at the point a1, a fuel having a smaller antioxidant content than the fuel at the point a1 is supplied. Therefore, the degree of deterioration of the fuel after refueling does not return to the degree of deterioration at point a1, but is higher than the degree of deterioration at point a1 (corresponding to point b1 in FIG. 6).

In the deterioration degree calculation control after refueling in this example, first, the antioxidant content of the fuel in the tank 12 at the point a2 immediately before refueling is calculated. And the content of the antioxidant of the fuel supplied when changing from the point a2 to the point b1 is calculated. Then, these contents are added together, and the degree of deterioration corresponding to the combined antioxidant contents is calculated as the degree of deterioration at the point b1 after refueling. In addition, when calculating the deterioration degree of the fuel from the content of the antioxidant, an oil supply deterioration table may be used.

Next, the deterioration degree determination control will be described. When the deterioration degree calculation unit 422 performs deterioration degree calculation control in a normal vehicle state, the deterioration determination unit 423 compares the calculated deterioration degree with a deterioration degree threshold value. If the deterioration level is equal to or lower than the deterioration determination threshold value, the deterioration determination unit 423 determines that the fuel in the tank 12 has not deteriorated. On the other hand, when the deterioration level is higher than the deterioration determination threshold, the deterioration determination unit 423 determines that the fuel in the tank 12 has deteriorated, and the communication unit 426 provides a signal indicating that the fuel has deteriorated. To the vehicle 1. Then, the refueling notification unit 67 on the vehicle 1 side notifies the user to encourage additional refueling in order to recover the deteriorated fuel. In addition, when the deterioration determination unit 423 determines that the fuel is deteriorated, the refueling amount calculation unit 425 calculates the refueling amount necessary for recovering the fuel, as will be described below. I do.

Next, the calculation control of the required oil supply amount in this example will be described. The refueling time prediction unit 424 predicts the next refueling time for each vehicle from the fuel consumption of the vehicle and the past refueling time. For example, in order to predict the fueling timing from the fuel consumption of the vehicle, the fueling timing prediction unit 424 predicts the fueling timing from the fuel consumption managed by the fuel management unit 66, the remaining capacity in the tank 12, and the predicted travel distance. be able to. In addition, in order to predict from the past refueling timing, when calculating the degree of deterioration of fuel after refueling as described above, information on the time of refueling from the gas station 300 is transmitted to the server 400 side. The time prediction unit 424 stores this information in the database 410. And the oil supply time estimation part 424 can estimate the oil supply time from the history of the past oil supply.

After it is determined by the deterioration determination unit 423 that the fuel has deteriorated, the refueling amount calculation unit 425 is based on the next refueling time predicted by the refueling time prediction unit 424 and the number of refueling days from the present to the next refueling Predict.

If the content of the antioxidant in the fuel increases as a result of additional refueling, the deterioration level becomes lower than the deterioration level threshold. However, when the next refueling days are long, the deterioration degree becomes equal to or more than the deterioration degree threshold after the additional refueling. In addition, when the next refueling days are short, it is better not to refuel more than necessary in order to prevent fuel waste during additional refueling.

Therefore, in this example, in accordance with the timing of the fueling timing predicted by the fueling timing prediction unit 424, the required amount of fueling is calculated at the time of additional fueling so that the fuel deterioration level does not become higher than the deterioration level threshold value. ing.

FIG. 7 shows the characteristics of the optimum antioxidant content with respect to the number of days elapsed until it is determined that the fuel has deteriorated. As described above, the antioxidant content decreases with time. Therefore, in order to increase the number of days elapsed until it is determined that the fuel has deteriorated after the additional refueling, it is necessary to increase the content of the antioxidant contained in the fuel. On the other hand, when the elapsed days until it is determined that the fuel has deteriorated may be short, the content of the antioxidant contained in the fuel is at least good.

This relationship will be described by using the next oil supply time predicted by the oil supply timing prediction unit 424. When the next oil supply day is long (corresponding to Ta in FIG. 7), additional oil supply is performed to recover the deterioration. Even if this is done, the time of refueling after the additional refueling will be long. Therefore, the number of days until it is determined that the fuel has deteriorated is set to a long number of days in accordance with the next refueling days, and a large amount of the antioxidant in the fuel is secured after the additional refueling (corresponding to Pa in FIG. 7). ). On the other hand, when the next oil supply day is short (corresponding to Tb in FIG. 7), it is highly likely that the oil supply will be performed in a relatively short number of days after additional oil supply is performed for recovery of deterioration. Therefore, the number of days until it is determined that the fuel has deteriorated is set to a short number of days in accordance with the next number of refueling days, and the content of the antioxidant in the fuel after the additional refueling is reduced (corresponding to Pb in FIG. 7). .

In other words, the longer the number of days until the next refueling predicted by the refueling timing prediction unit 424, the more the optimal antioxidant content of the fuel after refueling during refueling (additional refueling) The amount increases.

The oil supply amount calculation unit 425 calculates the optimum antioxidant content by using the next oil supply day predicted by the oil supply timing prediction unit 424 while referring to a table having a relationship as shown in FIG. The optimal antioxidant is set to the content threshold.

After calculating the optimal antioxidant content, the fuel supply amount calculation unit 425 subtracts the antioxidant content of the fuel remaining in the tank 12 from the optimal antioxidant content. Calculate the antioxidant content to be increased by additional oiling. Then, the fuel supply amount calculation unit 425 calculates the fuel for the calculated antioxidant content as the required fuel supply amount. That is, the required amount of oil supply corresponds to the amount of oil supply that makes the content of the antioxidant contained in the fuel in the tank 12 after refueling larger than the content threshold value.

FIG. 8 shows the relationship between the antioxidant content and the oil level of the tank 12 with respect to the required amount of oil. The horizontal axis of FIG. 8 shows the required amount of oil for additional oil supply. The vertical axis on the right side of the vertical axis in FIG. 8 shows the optimum antioxidant content to correspond to the predicted number of days of refueling next time, and the vertical axis on the left side shows the height of the oil level in the tank 12. That's it. When it is determined that additional refueling is necessary to recover the deterioration of the fuel, the content of the antioxidant contained in the remaining fuel in the tank 12 is Ps, and the oil level of the tank 12 is high. Suppose that it was 25 percent.

When the number of days until the next refueling is predicted to be Ta by the refueling time prediction unit 424, the refueling amount calculation unit 425 calculates the optimum antioxidant content (Pa) due to the additional refueling (see FIG. 7), and set as the content threshold. Immediately before the additional refueling, the content of the antioxidant in the fuel remaining in the tank 12 is Ps, so that the remaining antioxidant content (Ps) is increased to the content threshold (Pa). The amount of oil required for the operation is Ga. At this time, the refueling amount calculation unit 425 determines the refueling amount with respect to the content of the antioxidant to be added based on the oil production information (the content (concentration) of the antioxidant of the fuel to be refueled). ).

Then, the controller 420 transmits the required amount of oil (Ga) calculated by the amount of oil calculation unit 425 to the vehicle 1 via the communication unit 426. The oil supply notification unit 67 notifies the additional oil supply for recovering the deterioration and the required oil supply amount for the additional oil supply. When managing the amount of fuel supplied on the vehicle 1 side, when the additional fuel is supplied at the gas station 300, the amount of fuel supplied is managed using the detected value of the fuel tank sensor 12. As shown in FIG. 8, in order to supply the required amount of fuel, the height of the oil level of the tank 12 is set to the height of the fuel remaining in the tank 12 (a height corresponding to 25%). Therefore, it is necessary to increase the height (Ha) corresponding to the required amount of oil supply. Then, when additional fueling is performed and the detection value of the fuel tank sensor 12 is detected to be equal to or higher than the height of the remaining capacity (25%) plus the height (Ha), the fueling notification unit 67 Notifies the user that the required amount of fuel has been supplied.

In addition, when managing the amount of refueling on the gas station side, when the vehicle 1 requiring additional refueling for recovery of deterioration stops on the gasoline sudund 300, the controller 310 sets the vehicle ID of the vehicle 1 to the controller 420. Send to. The controller 420 transmits to the controller 310 the required amount of fuel for the vehicle that matches the received vehicle ID. And when the amount of oil supply reaches the required amount of oil supply, the controller 310 may notify the user who is supplying fuel to that effect.

Similarly, when the oil supply timing prediction unit 424 predicts that the number of days until the next oil supply is Tb, the oil supply amount calculation unit 425 calculates the optimum antioxidant content (Pb), Pb is set as the content threshold. The oil supply amount calculation unit 425 calculates the required oil supply amount (Gb) using the content (Pb) and the content (Ps) of the remaining fuel antioxidant. The required oil supply amount (Gb) is an oil supply amount that makes the content of the antioxidant contained in the fuel after the additional oil supply larger than the content threshold value (Pb). Next, the controller 420 transmits the required oil supply amount (Gb) calculated by the oil supply amount calculating unit 425 to the vehicle 1 via the communication unit 426. Further, the required amount of fuel (Gb) may be transmitted to the gas station 300.

Thereby, this example predicts the fueling time according to the vehicle, sets the content threshold according to the predicted fueling time, and the content of the antioxidant contained in the fuel after fueling is the content threshold By calculating the required amount of oil to be increased, the degree of deterioration is prevented from becoming higher than the deterioration degree threshold as much as possible even after additional oil supply for recovery from deterioration.

Next, a calculation control procedure related to the degree of deterioration of fuel after refueling will be described with reference to FIG. 9 in the control procedure of the hybrid vehicle management system of this example. FIG. 9 is a flowchart of calculation control related to the degree of deterioration of fuel after refueling.

When the vehicle 1 stops at the gas station 300 for refueling, the controller 420 receives a signal including the vehicle ID of the vehicle 1 and information on the remaining capacity in the tank 12 at the communication unit 426 in step S1. In step S <b> 2, the fuel supply amount calculation unit 425 calculates the elapsed days from the fueling managed by the deterioration information management unit 421 and the remaining capacity of the tank 12 among the deterioration information of the fuel remaining in the tank 12. Using the fuel deterioration table, the content of the antioxidant contained in the fuel is calculated.

In step S3, the controller 420 receives the signal including the oil refinement information managed by the oil refinement information management unit 311 by the communication unit 426. In step S <b> 4, the controller 420 receives a signal including information on the amount of oil supplied to the tank 12 from the controller 310. In step S5, the deterioration degree calculation unit 422 calculates the elapsed days from the refining of the supplied fuel from the oil refinement time information included in the oil refinement information, and refers to the oil refinement deterioration table using the elapsed days. From the amount of fuel supplied, the antioxidant content of the fuel supplied is calculated.

In step S6, the deterioration degree calculation unit 422 adds the antioxidant content before refueling and the antioxidant content contained in the fuel that has been refueled to oxidize the fuel in the tank after refueling. The content of the inhibitor is calculated, and the degree of deterioration corresponding to the calculated content is calculated as the degree of deterioration after refueling.

Next, with reference to FIG. 10 and FIG. 11, the fuel deterioration determination control and the required refueling amount calculation control will be described. FIG. 10 is a flowchart showing the procedure of fuel deterioration determination control, and FIG. 11 is a flowchart showing the procedure of calculation control of the required fuel supply amount.

In step S11, the controller 420 receives the vehicle ID transmitted from the vehicle 1 at a predetermined cycle and the remaining fuel capacity in the tank 12 by the communication unit 426. The fuel supply amount calculation unit 425 is included in the fuel by referring to the fuel supply deterioration table using the elapsed days since fuel supply and the remaining capacity of the tank 12 among the deterioration information of the fuel remaining in the tank 12. Calculate the antioxidant content. In step S13, the deterioration degree calculation unit 422 refers to the fuel supply deterioration table, and calculates the fuel deterioration degree from the calculated antioxidant content.

In step S15, the deterioration degree determination unit 423 compares the calculated deterioration degree with a deterioration degree threshold value. If the deterioration level is equal to or lower than the deterioration level threshold, the process returns to step S11. If the deterioration level is higher than the deterioration level threshold value, the controller 420 performs a calculation process of the required oil supply amount in step S20.

As shown in FIG. 11, in step S21, the oil supply timing prediction unit 424 predicts the next oil supply timing. In step S22, the fuel supply amount calculation unit 425 calculates the optimum antioxidant content for preventing the fuel deterioration level from becoming higher than the deterioration level threshold by the next fuel supply time. And the oil supply amount calculating part 425 sets an optimal antioxidant to a content threshold value. In step S23, the refueling amount calculation unit 425 calculates the required refueling amount that makes the content of the antioxidant in the fuel after refueling larger than the content threshold value.

In step S <b> 24, the required oil supply amount calculation unit 425 compares the calculated required oil supply amount with the empty capacity of the tank 12. If the required amount of fuel is equal to or less than the empty capacity, fuel for the required amount of fuel can be added and supplied, so in step S25, the controller 420 performs additional fueling for recovering the deterioration of the fuel and A signal indicating the required amount of oil for additional fueling is transmitted to the vehicle 1. And the oil supply alerting | reporting part 67 by the side of the vehicle 1 alert | reports a required oil supply amount and additional oil supply.

On the other hand, if the required amount of oil is less than the empty capacity, the content of the antioxidant remaining in the fuel in the tank after refueling does not exceed the content threshold even if additional fuel is supplied. Therefore, in step S <b> 26, the controller 420 transmits a signal indicating that the antioxidant should be injected directly into the tank 12 to the vehicle 1. And the fuel supply alerting | reporting part 67 alert | reports that the fuel has degraded and that antioxidant should be inject | poured.

As described above, the present invention calculates the amount of fuel supply required so that the deterioration degree of the fuel does not become higher than the deterioration degree threshold value indicating the deterioration of the fuel. Thereby, it is suppressed that the deterioration degree of a fuel exceeds a deterioration degree threshold value after the additional refueling for fuel recovery. Moreover, since it is suppressed that more fuel is supplied than necessary at the time of additional fueling, useless fueling of fuel can be prevented.

Also, in this example, the amount of fuel that makes the content of the antioxidant contained in the fuel after refueling larger than the content threshold is calculated as the required amount of fuel. Thereby, it is prevented that the deterioration degree of the fuel exceeds the deterioration degree threshold after the additional fueling, and it is suppressed that more fuel is supplied than necessary during the additional fueling.

Also, in this example, the content threshold value is set according to the fueling time predicted by the fueling time prediction unit 424. As a result, the required amount of fuel can be calculated according to the user, so that the degree of deterioration of the fuel is prevented from exceeding the deterioration level threshold, and more fuel is supplied than necessary during additional fueling. It is suppressed.

Also, in this example, the required amount of oil is notified according to the determination result of the deterioration determination unit 423. Thus, the user who is notified of the required amount of fuel can perform additional fueling so as not to fuel more fuel than necessary while recovering the fuel.

This example also informs that the antioxidant should be injected into the tank 12 when the required amount of oil is greater than the empty capacity of the tank 12. Thereby, when deterioration cannot be recovered by additional fueling, the deterioration of fuel can be recovered by allowing the user to inject the antioxidant. As a result, waste of fuel remaining in the tank 12 is suppressed.

Further, in this example, the deterioration degree calculation unit 422 and the oil supply amount calculation unit 425 are provided on the server 400 side. Thereby, deterioration of the fuel of the vehicle 1 can be managed while reducing the calculation load of the integrated control unit 60 and the controller 310.

Note that the deterioration information and the oil refinement information stored in the database 410 may store information other than the information shown in FIG.

The deterioration degree calculation unit 422 is a “degradation degree calculation unit” of the present invention, a required oil supply amount calculation unit 422 is a “necessary oil supply amount calculation unit”, and an oil supply timing prediction unit 424 is a “oil supply time prediction unit”. The determination unit 423 corresponds to “determination means”.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle 10 ... Engine 11 ... Engine speed sensor 12 ... Fuel tank 13 ... Fuel tank sensor 15 ... 1st clutch 20 ... Motor generator 21 ... Motor speed sensor 25 ... 2nd clutch 30 ... Battery 35 ... Inverter 40 ... Automatic transmission 41 ... Input rotation sensor 42 ... Output rotation sensor 50 ... Telematics control unit 60 ... Integral control unit 61 ... Target driving force calculation unit 62 ... Mode selection unit 63 ... Target charge / discharge calculation unit 64 ... Operating point command unit 65 ... Shift control unit 66 ... Fuel management unit 67 ... Refueling notification unit 69 ... Accelerator opening sensor 70 ... Engine control unit 80 ... Motor control unit 90 ... Display 100 ... Battery control unit 200 ... External charging device 300 ... Gas Sorin stand 310 ... Controller 311 ... Oil refinery information management unit 312 ... Communication unit 400 ... Server 410 ... Database 420 ... Controller 421 ... Database 422 ... Controller 423 ... Degradation judgment unit 424 ... Oil supply timing prediction unit 425 ... Oil supply amount calculation unit 426 ... Communication Part

Claims

In a management system for managing a hybrid vehicle including an engine and a motor as a power source, and a tank for storing fuel of the engine,
A deterioration degree calculating means for calculating a deterioration degree of the fuel;
Refueling amount calculating means for calculating a required refueling amount of the fuel necessary for the deterioration degree calculated by the deterioration degree calculating means not to be higher than a deterioration degree threshold indicating the deterioration of the fuel. Hybrid vehicle management system.
The oil supply amount calculating means is
2. The oil supply amount for making the content of the antioxidant contained in the fuel of the tank after refueling greater than a predetermined antioxidant content threshold value is calculated as the required oil supply amount. The hybrid vehicle management system described.
A fueling time prediction means for predicting a fueling time corresponding to the vehicle;
The oil supply amount calculating means is
The hybrid vehicle management system according to claim 2, wherein the content threshold value is set according to a fueling time predicted by the fueling time prediction unit.
A determination unit that determines the deterioration of the fuel by comparing the deterioration level calculated by the deterioration level calculation unit with the deterioration level threshold;
The hybrid vehicle management system according to any one of claims 1 to 3, further comprising notification means for notifying the required amount of oil according to a determination result of the determination means.
5. The hybrid vehicle management system according to claim 4, wherein when the required amount of oil supply is greater than an empty capacity of the tank, the notification means notifies that an antioxidant should be injected into the tank. .
The hybrid vehicle management system according to any one of claims 1 to 5,
A server for managing the vehicle;
The hybrid vehicle management system, wherein the deterioration degree calculating means and the oil supply amount calculating means are provided in the server.
In a management method for managing a hybrid vehicle including an engine and a motor as a power source, and a tank for storing fuel of the engine,
Calculating the degree of deterioration of the fuel;
And a step of calculating a required fuel supply amount of the fuel necessary for the deterioration degree calculated by the deterioration degree calculating means not to be higher than a deterioration degree threshold indicating the deterioration of the fuel. Management method.