CN106103227A - 混合动力车辆及控制混合动力车辆的方法 - Google Patents

混合动力车辆及控制混合动力车辆的方法 Download PDF

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Publication number
CN106103227A
CN106103227A CN201580012754.1A CN201580012754A CN106103227A CN 106103227 A CN106103227 A CN 106103227A CN 201580012754 A CN201580012754 A CN 201580012754A CN 106103227 A CN106103227 A CN 106103227A
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power
motor vehicle
vehicle driven
internal combustion
combustion engine
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CN106103227B (zh
Inventor
绳田英和
井上敏夫
福井启太
本田友明
丹羽悠太
大泽泰地
伏木俊介
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
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    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
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    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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Abstract

车辆(1)包括发动机(100)和电池(150)，并且被构造成执行将电力供应至车辆外部的外部电力供给。车辆(1)包括：MG(10)，MG(10)通过使用发动机(100)的动力生成电力；以及ECU(300)，ECU(300)控制发动机(100)和MG(10)。在要执行外部电力供给的情况下，当外部空气温度在基准温度之下且发动机(100)的剩余燃料量在基准量之下时，ECU(300)限制发动机(100)的驱动。

Description

混合动力车辆及控制混合动力车辆的方法
技术领域
本发明涉及一种混合动力车辆以及控制混合动力车辆的方法，并且更具体地涉及一种构造成执行将电力供应到车辆外部的外部电力供给的混合动力车辆以及一种控制该混合动力车辆的方法。
背景技术
构造成执行将电力供应到在车辆外部的电气装置等的外部电力供给的混合动力车辆是已知的。一些这种混合动力车辆不仅可以供应存储在车载电池中的电力，而且可以供应使用发动机的动力由发电机生成的电力。
例如，在日本专利特开No.2013-189161(PTL 1)中公开的混合动力车辆包括：电池确定装置，电池确定装置用于基于电池的SOC(荷电状态)确定电力是否可从电池供应至车辆外部；以及燃料确定装置，燃料确定装置用于基于剩余燃料量确定是否可通过用发动机的驱动动力激活发电机而将电力供应至车辆外部。根据PTL 1中公开的混合动力车辆，当电池的SOC较低且剩余燃料量较小时，不供应电力。因此，可防止混合动力车辆耗尽燃料以及不能行进。
引用列表
专利文献
[PTL 1]日本专利特开No.2013-189161
发明内容
技术问题
有时，由于驱动用于外部电力供给的发动机而仅存在少量剩余燃料，所以导致车辆在已经执行外部电力供给之后以少量剩余燃料行进。这种行进的实例包括行驶至加油设施诸如用于加油的加油站。
在这种行驶期间，在冬季或者在寒冷地区等的情况下，当外部空气温度低时，车辆的内部需要被加热。在这种情况下，如果由于剩余燃料的量小而导致发动机不能升温，则使用在驱动发动机期间生成的热能的加热装置不能被使用。
适于寒冷地区的一些混合动力车辆包括使用存储在电池中的电能的加热装置(诸如电加热器或热泵系统)。然而，当对于消耗基本相同量的能量而彼此比较时，使用电能的加热装置在加热性能方面比使用来自发动机等的热能的加热装置低。因此，当外部空气温度非常低时，除非可使用来自发动机的热能执行加热，否则不能确保足够高的加热性能。
为了解决上述问题而做出了本发明，并且本发明的目的在于提供一种在构造成执行外部电力供给的混合动力车辆中已经执行外部电力供给之后能够确保加热性能的技术。
问题的解决方案
根据本发明的一个方面的混合动力车辆包括内燃机和蓄电装置，并且被构造成执行将电力供应至车辆外部的外部电力供给。该混合动力车辆包括：发电机，发电机通过使用内燃机的动力生成电力；以及控制装置，控制装置控制内燃机和发电机。在要执行外部电力供给的情况下，当外部空气温度在基准温度之下且内燃机的剩余燃料量在基准量之下时，控制装置限制内燃机的驱动。
在根据本发明的另一方面的控制混合动力车辆的方法中，混合动力车辆包括蓄电装置、内燃机和发电机，该发电机通过使用内燃机的动力生成电力，该混合动力车辆被构造成执行将电力供应至车辆外部的外部电力供给。该方法包括以下步骤：检测外部空气温度；检测内燃机的剩余燃料量；以及在要执行外部电力供给的情况下，当外部空气温度在基准温度之下且剩余燃料量在基准量之下时限制内燃机的驱动。
优选地，混合动力车辆还包括加热装置，该加热装置通过使用在内燃机的驱动期间生成的热量加热车辆的内部。基准量被设定成使得在已经执行外部电力供给之后能通过加热装置加热车辆的内部。
在已经执行外部电力供给之后行进期间，当外部空气温度低时，车辆的内部需要被加热。然而，当内燃机的剩余燃料量由于外部电力供给而减少时，内燃机可能不被升温。在这种情况下，通过使用使用在内燃机的驱动期间生成的热能的加热装置不能确保所需的加热性能。
根据上述构造和方法，在要执行外部电力供给的情况下，当外部空气温度在基准温度之下且剩余燃料量在基准量之下时，内燃机的驱动被限制(例如，被禁止)。这意味着存储在蓄电装置中的电力被供应至车辆外部，并因此，与基准量对应的量的燃料保持不被消耗。通过使用这种燃料，即使在已经执行外部电力供给之后，内燃机也可被驱动和升温。因此，通过使用使用在内燃机的驱动期间生成的热能的加热装置可确保所需的加热性能。
优选地，基准量被设定成使得基准量随着外部空气温度的降低而增大。随着外部空气温度降低，需要更大量的燃料加热车辆的内部。根据基准量随着外部空气温度的降低而增大的这种构造，随着外部空气温度的降低，内燃机的驱动被更早地限制。因此，在已经执行外部电力供给之后的剩余燃料量随着外部空气温度的降低而增大。由此，可以取决于外部空气温度确保加热性能。另一方面，当外部空气温度适当高时，需要少量剩余燃料用于加热。根据基准量随着外部空气温度的升高而减小的这种构造，随着外部空气温度的升高，内燃机的驱动更不易被限制。因此，在执行外部电力供给时，增大量的电力可被供应至车辆外部。
优选地，基准量被设定成使得基准量随着从在执行外部电力供给时混合动力车辆的位置到加油设施的行驶距离的增大而增大。优选地，混合动力车辆包括汽车导航系统，该汽车导航系统被构造成计算从混合动力车辆的当前位置到目的地的行驶路线。该行驶距离借助于所述汽车导航系统计算。
当剩余燃料量由于外部电力供给而减少时，车辆将可能行进到附近的加油设施(例如，加油站)。随着到加油设施的行驶距离增大，驱动时间被延长，并由此需要更大量的燃料用于加热。根据基准量随着到加油设施的行驶距离的增大而增大的这种构造，随着行驶距离的增大，内燃机的驱动被更早地限制。因此，可确保供车辆在已经执行外部电力供给之后行进期间使用的燃料。
本发明的有益效果
根据本发明，在构造成执行外部电力供给的混合动力车辆中可确保在已经执行外部电力供给之后的加热性能。
附图说明
[图1]图1是示意性地示出了根据本发明的第一实施例的车辆的构造的框图。
[图2]图2是示出了基于第一实施例中的外部空气温度和剩余燃料量确定发动机的驱动的禁止和许可的图。
[图3]图3是示出了第一实施例中的发动机的驱动限制控制的流程图。
[图4]图4是示出了如何取决于外部空气温度设定剩余燃料量的基准量的图。
[图5]图5是示出了如何取决于行驶距离设定剩余燃料量的基准量的图。
[图6]图6是示出了第二实施例中的发动机的驱动限制控制的流程图。
具体实施方式
下面将参照附图详细描述本发明的实施例，其中，相同或对应的部件由相同的附图标记表示，并且将不重复其详细描述。
第一实施例
图1是示意性地示出了根据本发明的第一实施例的车辆的构造的框图。参照图1，车辆1是一种混合动力车辆，该混合动力车辆包括发动机100、电池150、MG(电动发电机)10、MG20、动力分配装置30、减速齿轮40、SMR(系统主继电器)160、PCU(电力控制单元)250、ECU(电子控制单元)300以及驱动轮350。
发动机100是内燃机，诸如汽油发动机或柴油发动机。发动机100输出用于车辆1的动力以基于ECU300的控制而行进。
发动机100被连接至燃料箱110。燃料箱100存储发动机100的燃料，诸如汽油、乙醇和丙烷气体。燃料表112被设置在燃料箱110内。燃料表112检测燃料箱110中的剩余燃料量FL并将检测结果输出至ECU300。
例如，MG10和MG20中的每一个是三相交流(AC)旋转电机，其包括内置有永磁体(未示出)的转子。MG10通过使用电池150的电力使得发动机100的曲轴(未示出)旋转，以便由此启动发动机100。MG10也可通过使用发动机100的动力生成电力。由MG10生成的AC电力通过PCU250转换成直流(DC)电力以对电池150充电。由MG10生成的AC电力可被供应至MG2。
MG20通过使用从电池150供应的电力和由MG10生成的电力中的至少一个生成驱动动力。MG20的驱动动力被传输至驱动轮350。在车辆的再生制动时，车辆的动能从驱动轮350传输至MG20，以便由此驱动MG20。由MG20产生的AC电力通过PCU250转换成DC电力，以对电池150充电。
动力分配装置30将由发动机100生成的动力分成动力的两个路径。一个路径中的动力被传输至驱动轮350。另一路径中的动力被传输至MG10。例如，动力分配装置30是一种行星齿轮机构，其包括太阳齿轮、小齿轮、承载架以及环形齿轮(未示出)。减速齿轮40将来自动力分配装置30或MG20的动力传输至驱动轮350。
PCU250将存储在电池150中的DC电力转换成用于供应至MG10和MG20的AC电力。PCU250也将由MG10和MG20生成的AC电力转换成用于供应至电池150的DC电力。
SMR160被设置在将电池150和PCU250彼此连接的路径上。SMR160基于ECU300的控制在电池150与PCU250之间的电力的供应和中断之间进行切换。
电池150是可充电的蓄电装置。可采用二次电池诸如镍氢电池或锂离子电池或电容器诸如双电层电容器作为电池150。
电池150设置有电池传感器152。电池传感器152共同地表示电流传感器、电压传感器和温度传感器(未示出)。电压传感器检测电池150的电压VB。电流传感器检测输入至电池150的/从电池150输出的电流IB。温度传感器检测电池150的温度TB。每个传感器将检测结果输出至ECU300。ECU300基于电池150的电压VB、电流IB和温度TB估算电池150的SOC。
车辆1被构造成执行外部电力供给。作为用于外部电力供给的构造，车辆1还包括继电器700、逆变器710以及电力供给插座720。
继电器700被设置在将电池150和逆变器710彼此连接的路径上。继电器700基于ECU300的控制在电池150与逆变器710之间的电力的供应和中断之间进行切换。
在执行外部电力供给时，逆变器710通过电力供给插座720电连接至车辆外部的电气装置(外部装置)800，并且继电器700关闭。响应于来自外部装置800的电力供给请求信号REQ，ECU300控制继电器710使得来自电池150的DC电力被转换成用于供应至外部装置800的AC电力。
车辆1包括用于加热车辆的内部的两个能量源。热加热装置400通过使用在发动机100的驱动期间生成的热能加热车辆的内部。电加热装置500通过使用存储在电池150中的电能加热车辆的内部。
热加热装置400包括循环泵402、冷却剂路径404以及加热器芯406。循环泵402操作为使得发动机100的冷却剂通过冷却剂路径404循环的泵。当冷却剂经过设置在冷却剂路径404上的加热器芯406时，在加热器芯406与冷却剂之间交换热量，以便由此加热吹入到车辆的内部中的空气。空气的流动由箭头AR1表示。
电加热装置500包括DC-DC转换器502以及PTC(正温度系数)加热器504。DC-DC转换器502将电池150的电压VB转换成可由PTC加热器504使用的电压。PTC加热器504通过使用从电池150供应的电力生成热量，以便由此加热吹入到车辆的内部中的空气。注意到的是，电加热装置500的类型不具体限制，只要其通过使用电池150的电力生成热量。例如，电加热装置500可以是热泵系统。
车辆1还包括外部空气温度传感器602、车内温度传感器604以及汽车导航系统606。外部空气温度传感器602检测车辆1外部的温度(外部空气温度)TO。车内温度传感器604检测车辆的内部的温度(车内温度)T1。每个传感器将检测结果输出至ECU300。
汽车导航系统606获得从车辆1的当前位置到目的地的行驶路线。汽车导航系统606还计算行驶路线的行驶距离D并将计算结果输出至ECU300。
ECU300包括CPU(中央处理单元)、存储器以及缓冲器(未示出)。ECU300基于从传感器传输的信号以及存储在存储器中的映射和程序控制这些装置，从而获得车辆1的期望状态。
有时，在驱动用于外部电力供给的发动机100而已经执行外部电力供给之后仅剩余少量燃料。在这种情况下，车辆将可能行驶至加油设施，诸如用于加燃料的加油站。在行驶期间，在冬季或寒冷地区等情况下当外部空气温度TO低时，车辆的内部需要被加热。但是，如果由于剩余少量燃料FL使发动机100不能升温，则不能使用热加热装置400。
通常，当对于消耗基本相同量的能量而彼此相比时，电加热装置在加热性能方面低于热加热装置。因此，虽然车辆1包括电加热装置500，但当外部空气温度TO极低时，可能不能确保足够高的加热性能，除非使用热加热装置400。
因此，在第一实施例中，在要执行外部电力供给的情况下，当外部车辆温度TO低于基准温度Tc并且剩余燃料量FL小于基准量Vc时，执行限制(在这个实施例中，禁止)发动机100的驱动的驱动限制控制。这意味着存储在电池150中的电力被供应至外部装置800，并因此，与基准量Vc对应的量的燃料被保留在燃料箱110中，即使在执行外部电力供给之后其也不被消耗。通过使用这种燃料，在执行外部电力供给之后行进期间，发动机100可被驱动和升温。因此，可通过使用热加热装置400确保足够高的加热性能。
图2是示出了基于第一实施例中的外部空气温度TO和剩余燃料量FL确定发动机100的驱动的禁止和许可的图。参考图2，水平轴线表示外部空气温度TO，而竖直轴线表示剩余燃料量FL。
在要执行外部电力供给的情况下，当外部空气温度TO等于或低于基准温度Tc且剩余燃料量FL等于或小于基准量Vc时，发动机100的驱动被禁止。这意味着来自电池150的电力被供应至外部装置800(在下文中，也被称为“选择来自电池150的供应路径”)。
另一方面，当外部空气温度TO高于基准温度Tc时或者当剩余燃料量FL大于基准量Vc时，允许发动机100的驱动。然后，取决于例如电池150的SOC确定是驱动发动机100还是停止发动机100。驱动发动机100并使用发动机100的动力将MG10生成的电力供应至车辆外部在下文中也被称为“选择来自发动机100的供应路径”。
这里，基于热加热装置400和电加热装置500的加热性能，来设定外部空气温度TO的基准温度Tc。基准温度Tc优选地是通过仅使用热加热装置400充分加热车辆的内部的温度。注意到，可以基于不仅来自外部空气温度传感器的外部空气温度TO，而且基于来自车内温度传感器604的车内温度TI、来自检测太阳亮度的光传感器(未示出)的检测的结果以及外部空气温度TO的结合，来设定基准温度Tc。
此外，考虑下面的情况优选地设定剩余燃料量FL的基准量Vc的适当范围(或适当值)。如果基准量Vc小于适当范围，则发动机100不能升温至热加热装置400可产生足够高加热性能的温度。因此，基准量Vc优选地被设定成使得在执行外部电力供给之后可通过外部加热装置400加热车辆的内部。
另一方面，如果基准量Vc大于适当范围，则在执行外部电力供给时提早停止发动机100，这导致可使用发动机100的动力由MG10生成的电力的量减少。因此，可能不供给由外部装置800要求的电力的量。因此，基准量Vc优选地被设定成获得可由MG10生成的最大可能量的电力。可替换地，在不考虑上述情况的前提下，当燃料表(未示出)指示E(空)等级时的剩余燃料量FL的值例如可用作基准量Vc。
图3是示出了第一实施例中的发动机100的驱动限制控制的流程图。从用于当满足预定条件时或者以固定时间间隔执行的主例程调用这个流程图。虽然基本上由ECU300通过软件处理实现这个流程图的步骤，但也可由制造在ECU300内的电子电路通过硬件处理实现这些步骤。
参照图1和图3，在步骤S100中，ECU300确定是否要执行外部电力供给(或者是否正在执行外部电力供给)。更具体地，当从外部装置800接收到电力供给请求信号REQ时，ECU300确定要执行外部电力供给。当要执行外部电力供给(步骤S100为是)时，过程前进至步骤S110。当不要执行外部电力供给(步骤S100为否)时，过程返回至主例程。
在步骤S110中，ECU300使得外部空气温度传感器602检测外部空气温度TO。在步骤S120中，ECU300使得燃料表112检测剩余燃料量FL。然后ECU300确定外部空气温度TO是否等于或小于基准温度Tc(步骤S130)，并且确定剩余燃料量FL是否等于或小于基准量Vc(步骤S140)。
当外部空气温度TO等于或低于基准温度Tc且剩余燃料量FL等于或小于基准量Vc(步骤S130和S140两者中为是)时，ECU300禁止发动机100的驱动(步骤S150)。换言之，ECU300选择来自电池150的供应路径(步骤S160)。
另一方面，当外部空气温度TO高于基准温度Tc时或者当剩余燃料量FL大于基准量Vc(步骤S130中为否或者步骤S140中为否)时，ECU300允许发动机100的驱动(步骤S170)。然后，例如，ECU300基于SOC选择电力至车辆外部的供应路径(步骤S180)。换言之，ECU300在SOC等于或大于预定值时选择来自电池150的供应路径，并且在SOC减少且落在预定值之下时切换发动机的供应路径。注意到，来自电池150的供应路径和来自发动机100的供应路径可结合使用。
当步骤S160或步骤S180中的过程结束时，过程返回至主例程。
以这种方式，根据第一实施例，当外部空气温度TO低于基准温度Tc且剩余燃料量FL低于基准量Vc时，用于外部电力供给的发动机100的驱动被禁止。这意味着，存储在电池150中的电力被供应至外部装置800，并因此，与基准量Vc对应的量的燃料被保留在燃料箱110中，即使在执行外部电力供给之后其也不会被消耗。通过使用这种燃料，在已经执行外部电力供给之后行进期间，发动机100可被驱动并升温。因此，通过使用热加热装置400可确保所需的加热性能。
第一实施例已经描述了用于外部电力供给的发动机100的驱动被禁止的实例。然而，发动机100的驱动的限制不限于禁止，只要发动机100较不易于被驱动。例如，用于确定驱动发动机100还是停止发动机的SOC的预定值可改变。具体地，SOC的预定值可被设定成在外部空气温度TO等于或低于基准值Tc且剩余燃料量FL等于或小于基准量Vc(步骤S150和S160)时比在外部空气温度TO大于基准温度Tc或在剩余燃料量大于基准量(步骤S170和步骤S180)Vc时小。
虽然第一实施例已经描述了车辆1包括电加热装置500的实例，但本发明也可以应用于不具有电加热装置的车辆。
第二实施例
第一实施例已经描述了无论外部空气温度TO如何剩余燃料量FL的基准量Vc恒定的实例，如图2所示。第二实施例描述了基准量Vc取决于各个条件被可变地设定的实例。注意到，根据第二实施例的车辆的构造与图1所示的车辆1的构造相同，并由此将不再重复其详细描述。
图4是示出了如何取决于外部空气温度TO设定剩余燃料量FL的基准量Vc的图。随着外部空气温度TO降低，需要更大量的燃料来加热车辆的内部。由此，当比较图4和图2时，图4中的基准量Vc被设定成使得其随着外部空气温度TO的降低而增加。虽然图4示出了基准量Vc随着外部空气温度TO的降低而线性增加，但这种增加方式不被具体限制，并且基准量Vc可以曲线或阶梯式方式增加。
此外，如上所述，当由于外部电力供给而仅存在小的剩余燃料量FL时，在已经执行外部燃料供给之后，车辆将可能行驶至用于加燃料的加油设施。随着从在执行外部电力供给时的车辆1的位置到加油设施的行驶距离D增加，需要更大量的燃料。由此，优选地取决于行驶距离D设定剩余燃料量FL的基准量Vc。
图5是示出了如何取决于行驶距离D设定剩余燃料量FL的基准量Vc的图。参照图5，水平轴线表示行驶距离D，而竖直轴线表示剩余燃料量FL。
当行驶距离D较小时，即，当加油设施接近于执行外部电力供给的位置时，热加热装置400被操作短的时间段，由此需要少量剩余燃料FL。随着行驶距离D增大，即，随着从执行外部电力供给的位置到加油设施的距离增大，热加热装置400被操作较长时间段，由此需要确保较大量的剩余燃料FL。因此，基准量Vc优选地随着行驶距离D的增大而增大，如图5所示。
虽然图5示出了基准量Vc随着行驶距离D的增大而线性增大，但基准量Vc可以曲线或阶梯状的方式增大。当行驶距离D为零时的剩余燃料量V0可为零或某一量(除零以外)。
以这种方式，优选地基于外部空气温度TO和行驶距离D来设定剩余燃料量FL的基准量Vc。在第二实施例中，外部空气温度TO、行驶距离D和基准量Vc之间的关系例如在ECU300的存储器(未示出)中被预先存储为映射或函数。
图6是示出了第二实施例中的发动机100的驱动限制控制的流程图。参考图6，从步骤S200到S220的过程分别与图3所示的步骤S100到S120的过程相同，并由此将不再重复其详细描述。
在步骤S222中，ECU300使得汽车导航系统606获得从车辆1的位置到附近(例如，最近)的加油设施的行驶距离D。
在步骤S224中，根据表示外部空气温度TO、行驶距离D和基准量Vc之间关系的映射，ECU300基于外部空气温度TO和行驶距离D计算基准量Vc。从步骤S230到S280的后续过程分别与图3所示的从步骤S130到S180的过程相同，并由此将不再重复其详细描述。
以这种方式，随着外部空气温度TO降低，需要更大量的燃料来加热车辆的内部。根据第二实施例，如图4所示，由于基准量Vc随着外部空气温度TO的降低而增大，所以提早禁止发动机100的驱动。因此，在已经执行外部电力供给之后行进期间可确保供热加热装置400所使用的燃料。
此外，根据第二实施例，由于基准量Vc随着到加油设施的行驶距离D增大而增大，所以提早禁止发动机100的驱动。因此，在已经执行外部电力供给之后行进到加油设施附近期间，可以确保供热加热装置400所使用的燃料。
虽然第二实施例已经描述了基于外部空气温度TO和行驶距离D两者计算剩余燃料量FL的基准量Vc的实例(见步骤S224)，但可仅基于其中一者计算基准量Vc。
最后，将再次参考图1总结实施例。车辆1包括发动机100和电池150，并且被构造成执行将电力供应至车辆外部的外部电力供给。车辆1包括：MG1，MG1通过使用发动机100的动力生成电力；以及ECU300，ECU300控制发动机100和MG10。在执行外部电力供给的情况下，当外部空气温度TO在基准温度Tc之下并且发动机100的剩余燃料量FL在基准量Vc之下时，ECU300限制发动机100的驱动。
优选地，车辆1还包括热加热装置400，该热加热装置400通过使用在发动机100的驱动期间生成的热量加热车辆的内部。剩余燃料量FL的基准量Vc被设定成使得在已经执行外部电力供给之后可通过热加热装置400加热车辆的内部。
优选地，剩余燃料量FL的基准量Vc被设定成使得其随着外部空气温度TO的降低而增大，如图4所示。
优选地，剩余燃料量FL的基准量Vc被设定成使得其随着在执行外部电力供给时的车辆1位置到加油设施的行驶距离D的增大而增大，如图5所示。优选地，车辆1还包括汽车导航系统606，该汽车导航系统能够计算从车辆1的当前位置到目的地的行驶路线。行驶距离D借助于汽车导航系统606来计算。
在控制车辆1的方法中，车辆1包括电池150、发动机100和MG10，该MG10通过使用发动机的动力生成电力，并且该车辆被构造成执行将电力供应至车辆外部的外部电力供给。该控制方法包括检测外部空气温度TO的步骤S110和S210、检测发动机100的剩余燃料量FL的步骤S120和S220，以及在要执行外部电力供给的情况下，当外部空气温度TO在基准温度Tc之下且剩余燃料量FL在基准量Vc之下时禁止发动机100的驱动的步骤S150和S250。
应该理解，本文描述的实施例在任何方面都是示意性的且是非限制性的。本发明的范围通过权利要求的术语限定，而不是通过上述描述限定，并且本发明的范围旨在包括在与权利要求的术语等价的范围及含义内的任何变型。
附图标记列表
1车辆；10、20MG；30动力分配装置；40减速齿轮；100发动机；110燃料箱；112燃料表；150电池；152电池传感器；160SMR；250PCU；300ECU；350驱动轮；400、500加热装置；402循环泵；404冷却剂路径；406加热器芯；502DC-DC转换器；504PTC加热器；602外部空气温度传感器；604车内温度传感器；606汽车导航系统；700继电器；710逆变器；720电力供给插座；800外部装置。

Claims (6)

1.一种混合动力车辆，所述混合动力车辆包括内燃机和蓄电装置，并且被构造成执行将电力供应至车辆外部的外部电力供给，所述混合动力车辆包括：
发电机，所述发电机通过使用所述内燃机的动力生成电力；以及
控制装置，所述控制装置控制所述内燃机和所述发电机，
在要执行所述外部电力供给的情况下，当外部空气温度在基准温度之下且所述内燃机的剩余燃料量在基准量之下时，所述控制装置限制所述内燃机的驱动。
2.根据权利要求1所述的混合动力车辆，还包括加热装置，所述加热装置通过使用在所述内燃机的驱动期间生成的热量来加热所述车辆的内部，其中
所述基准量被设定成使得在已经执行所述外部电力供给之后能通过所述加热装置加热所述车辆的所述内部。
3.根据权利要求1或2所述的混合动力车辆，其中：
所述基准量被设定成使得所述基准量随着所述外部空气温度的降低而增大。
4.根据权利要求1或2所述的混合动力车辆，其中：
所述基准量被设定成使得所述基准量随着从在执行所述外部电力供给时所述混合动力车辆的位置到加油设施的行驶距离的增大而增大。
5.根据权利要求4所述的混合动力车辆，还包括汽车导航系统，所述汽车导航系统被构造成计算从所述混合动力车辆的当前位置到目的地的行驶路线，其中
所述行驶距离借助于所述汽车导航系统来计算。
6.一种控制混合动力车辆的方法，所述混合动力车辆包括蓄电装置、内燃机和发电机，所述发电机通过使用所述内燃机的动力生成电力，所述混合动力车辆被构造成执行将电力供应至车辆外部的外部电力供给，所述方法包括以下步骤：
检测外部空气温度；
检测所述内燃机的剩余燃料量；以及
在要执行所述外部电力供给的情况下，当所述外部空气温度在基准温度之下且所述剩余燃料量在基准量之下时，限制所述内燃机的驱动。
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