JP2015178310A - Control device for plug-in hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To raise battery temperature quickly during traveling while avoiding wasteful power consumption.SOLUTION: A control device (100) for a plug-in hybrid vehicle comprises: battery temperature determination means (110) which determines whether the temperature of a battery (30) is in a first state in which it is lower than a predetermined value or in a second state in which it is equal to or higher than the predetermined value; charging target value setting means (120) which sets a charging target value in the first state so as to be lower than a charging target value in the second state; and EV travel permission threshold value setting means (140) which sets an EV travel permission threshold value in the first state so as to be lower than an EV travel permission threshold value in the second state.

Description

  The present invention relates to a technical field of a control device for a plug-in hybrid vehicle capable of external charge / discharge control.

  In plug-in hybrid vehicles, for example, in addition to charge control (ie, plug-in control) for supplying power from a house to the vehicle, discharge control (ie, plug-out control) for supplying power from the vehicle to the house can be executed. What is known. For example, Patent Document 1 discloses a technique of performing warm-up operation by discharging from a battery and executing plug-out control to reduce the amount of charge when the battery temperature when the vehicle is stopped is lower than a predetermined temperature. Yes.

JP 2011-239664 A

  When the travel of the plug-in hybrid vehicle is started, for example, the engine may be operated for warming up or heating, so that surplus power due to the engine output may be generated. At this time, if the battery charge amount is reduced by the plug-out control, surplus power can be charged to the battery, and wasteful energy consumption can be avoided. However, when the temperature of the battery is low, such as during cold start, the amount of charge of the battery is limited, so that it may occur that excess power cannot be charged even though the amount of charge has been reduced. .

  In addition, according to the technique described in Patent Document 1 described above, since warm-up operation and plug-out control are performed, there is a possibility that the charge amount limitation immediately after the start of traveling can be avoided. However, if the vehicle is stopped on a short trip, the battery is cooled again, and there is a possibility that the charge amount restriction occurs. This causes an increase in engine operation frequency and unnecessary power consumption, resulting in a technical problem that the driving efficiency of the vehicle deteriorates.

  Examples of problems to be solved by the present invention include the above. It is an object of the present invention to provide a control device for a plug-in hybrid vehicle that can quickly increase battery temperature during traveling while avoiding unnecessary power consumption.

<1>
A control device for a plug-in hybrid vehicle according to the present invention is a device that includes a battery that can be charged and discharged with the outside, and that controls a plug-in hybrid vehicle capable of EV traveling with the internal combustion engine stopped. Battery temperature determination means for determining whether the temperature of the battery is in a first state lower than a predetermined value or in a second state equal to or higher than the predetermined value; and the battery in the charge / discharge operation with the outside The charging target value can be set, the charging target value in the first state is set lower than the charging target value in the second state, and the EV running is permitted. An EV travel permission threshold value corresponding to the required driving force to be set can be set, and the EV travel permission threshold value in the first state is set lower than the EV travel permission threshold value in the second state. And a row permission threshold value setting means.

  The plug-in hybrid vehicle according to the present invention (hereinafter sometimes simply referred to as “vehicle”) includes a chargeable / dischargeable battery including, for example, a lithium ion battery. The battery can increase the amount of charge by, for example, connecting a vehicle whose traveling is stopped to a power supply source installed in a house or the like. Alternatively, the battery can reduce the amount of charge by discharging the charged power to the outside of the vehicle.

  The battery functions as, for example, a power supply source for operating an electric motor that is a power source of the vehicle, and a power storage unit for electric power obtained by regeneration by the electric motor. The plug-in hybrid vehicle according to the present invention is configured to be capable of EV travel while stopping the internal combustion engine using electric power charged in the battery in addition to travel using the power of the internal combustion engine.

  The control device for a plug-in hybrid vehicle according to the present invention is a device for controlling such a vehicle, for example, one or a plurality of CPUs (Central Processing Units), MPUs (Micro Processing Units), various processors or various controllers. Alternatively, various processing units such as a single or plural ECUs (Electronic Controlled Units), which may appropriately include various storage means such as ROM (Read Only Memory), RAM (Random Access Memory), buffer memory or flash memory Various computer systems such as various controllers or microcomputer devices can be used.

  According to the control device for a plug-in hybrid vehicle according to the present invention, during the operation, the battery temperature determination means first causes the battery temperature to be in the first state lower than the predetermined value or higher than the predetermined value. It is determined whether it is in a state. Here, the “predetermined value” is a value (for example, 5 ° C. to 10 ° C.) corresponding to a temperature that is expanded to such an extent that the charge amount limitation caused by the temperature of the battery is fully charged. It is set in advance based on the battery specifications and the like.

  Incidentally, the battery temperature determination means may be configured to include a temperature sensor that directly detects the temperature of the battery, for example. Alternatively, the battery temperature determination means may be able to indirectly detect the temperature of the battery from the temperature of members around the battery, and may be able to estimate the battery temperature from various parameters such as the battery.

  When the battery temperature is determined, the charging target value setting means sets the charging target value for the battery in the charge / discharge operation with the outside. At this time, the charging target value in the first state is set lower than the charging target value in the second state. Therefore, when the battery temperature is lower than the predetermined value and the battery charge amount limit becomes relatively large, the charge target value is set as a relatively low value. On the other hand, when the battery temperature is higher than a predetermined value and the battery charge limit is relatively small, the charge target value is set as a relatively high value.

  Here, in the first state where the battery temperature is lower than a predetermined value, it is considered that when the vehicle starts running, warm-up operation with engine start is started to increase the battery temperature. During warm-up operation, regenerative power is generated by engine power, and it is desirable that the regenerative power can be charged to the battery so as not to deteriorate the energy efficiency.

  However, in the present invention, the battery charge amount in the first state is made smaller than the battery charge amount in the second state by the setting of the charge target value described above. In other words, the allowable charge amount of the battery in the first state is larger than the allowable charge amount of the battery in the second state. Therefore, it is possible to avoid wasting the regenerative electric power wastefully and to improve energy efficiency during traveling.

  Further, in the present invention, when the battery temperature is determined, the EV travel permission threshold value setting means sets an EV travel permission threshold value corresponding to the required driving force to permit EV travel. At this time, the EV travel permission threshold value in the first state is set lower than the EV travel permission threshold value in the second state. Therefore, when the battery temperature is lower than the predetermined value and the battery charge limit is relatively large, the EV travel permission threshold is set as a relatively low value. On the other hand, when the battery temperature is higher than a predetermined value and the battery charge limit is relatively small, the EV travel permission threshold is set as a relatively high value.

  Here, in the first state where the battery temperature is lower than the predetermined value, it is considered that the amount of charge of the battery is largely limited because the battery is low temperature when the vehicle starts to travel. And in order to make the charge amount restriction | limiting of a battery small, the early temperature rise of a battery is calculated | required. As a method for raising the temperature of the battery, for example, a method for increasing the chance of charging the battery can be mentioned.

  However, in the present invention, EV travel is less likely to be permitted in the first state than in the second state by setting the EV travel permission threshold described above. For this reason, in the first state, the frequency at which the engine is started is increased more than in the second state, and the regenerative electric power generated by the power of the engine increases the chance of charging the battery. Therefore, it is possible to quickly raise the battery in the first state, and it is possible to prevent the state where the charge amount restriction is large from continuing for a long time. In particular, after plug-out, the battery can be raised in temperature early even during traveling when continuous power supply to the battery is not possible. As a result, although the engine start frequency until the battery temperature rises is increased, the EV running can be executed efficiently according to the increased charge after the battery temperature rises. Efficiency can be increased.

  As described above, according to the control device for a plug-in hybrid vehicle of the present invention, the battery charging target value and the EV travel permission threshold value are set according to the battery temperature, so that traveling with high energy efficiency is performed. realizable.

  The setting of the charging target value and the EV travel permission threshold value is not limited to the above-described two-stage setting (that is, the setting corresponding to each of the first state and the second state). The charging target value and the EV travel permission threshold value may be set to be low, and may be set as a value that changes in three or more stages or continuously.

  The effect | action and other gain of this invention are clarified from the form for implementing demonstrated below.

1 is a schematic configuration diagram illustrating a configuration of a hybrid vehicle according to an embodiment. It is a block diagram which shows the structure of ECU which concerns on embodiment. It is a flowchart which shows the operation | movement at the time of a soak of the control apparatus which concerns on embodiment. It is a graph which shows the relationship between battery temperature and a charge target value. It is a graph which shows EV driving | running | working permission threshold value according to battery temperature. It is a flowchart which shows the operation | movement at the time of driving | running | working of the control apparatus which concerns on embodiment. It is a graph which shows the determination method of engine starting frequency.

  Hereinafter, an embodiment of a control device for a plug-in hybrid vehicle according to the present embodiment will be described. Hereinafter, the plug-in hybrid vehicle may be referred to as “hybrid vehicle” or simply “vehicle” as appropriate.

<Configuration of hybrid vehicle>
First, the configuration of a hybrid vehicle controlled by the control device for a plug-in hybrid vehicle according to the embodiment will be described with reference to FIG. FIG. 1 is a schematic configuration diagram illustrating a configuration of a hybrid vehicle according to an embodiment.

  In FIG. 1, the hybrid vehicle 1 includes an ECU (Electronic Control Unit) 100, a hybrid drive device 10, a PCU (Power Control Unit) 20, a battery 30, and a sensor group 40.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and is configured to be able to control the operation of each part of the hybrid vehicle 1.

  The PCU 20 is a power control unit configured to be able to control power input / output between the battery 30 and a motor generator MG described later. The PCU 20 includes an SMR (System Main Relay) that can cut off the electrical connection between the battery 30 and the power load, a boost converter that can boost the output voltage of the battery 30 to a boost command voltage suitable for driving each motor generator MG, and the battery. The inverter configured to convert the DC power taken out from AC 30 into AC power and supply it to a motor generator, which will be described later, and convert AC power generated by the motor generator MG into DC power and supply it to the battery 30 ( All of which are not shown).

  The PCU 20 is electrically connected to the ECU 100, and the operation is controlled by the ECU 100. The ECU 100 and the PCU 20 here are examples of the “control device for a plug-in hybrid vehicle” according to the present invention.

  The battery 30 is a secondary battery unit that functions as an electric power supply source related to electric power for powering the motor generator MG, or that can store electric power obtained by regeneration of the motor generator MG. The battery 30 has a configuration in which a plurality of unit battery cells such as lithium ion battery cells are connected in series.

  The sensor group 40 is a collective name for various sensors that detect the state of the hybrid vehicle 1. FIG. 1 shows a battery temperature sensor 41 and an SOC sensor 42 as various sensors constituting the sensor group 40.

  The battery temperature sensor 41 is a sensor configured to be able to detect the temperature of the battery 30. The battery temperature sensor 41 is electrically connected to the ECU 100, and the detected battery temperature amount is appropriately referred to by the ECU 100.

  The SOC sensor 42 is a sensor configured to be able to detect SOC (State Of Charge) which is the remaining amount of electricity stored in the battery 30. The SOC sensor 42 is electrically connected to the ECU 100, and the detected SOC is appropriately referred to by the ECU 100.

  The hybrid drive device 10 is a power train of the hybrid vehicle 1 and includes an engine 200 and a motor generator MG.

  The engine 200 is a gasoline engine that functions as a main power source of the hybrid vehicle 1 and is an example of the “internal combustion engine” according to the present invention.

  Motor generator MG is a motor generator having a power running function that converts electrical energy into kinetic energy and a regenerative function that converts kinetic energy into electrical energy. The motor generator MG is configured as an electric motor including, for example, a rotor having a plurality of permanent magnets on an outer peripheral surface and a stator wound with a three-phase coil that forms a rotating magnetic field. You may have. A plurality of motor generators may be provided.

  Although not shown in the figure, the engine 200 and the motor generator MG described above are connected to each other by a known planetary gear mechanism having a plurality of rotating elements that have a differential action. Engine 200 and motor generator MG are connected to drive wheels DW of hybrid vehicle 1 via a planetary gear mechanism.

  The hybrid vehicle 1 according to the present embodiment travels using only the power of the motor generator MG while the hybrid drive device 10 described above travels using the engine 200 and the motor generator MG together and the engine 200 is stopped. EV travel mode can be realized.

<Configuration of ECU>
Next, a specific configuration of the ECU 100 constituting the main part of the control device for the plug-in hybrid vehicle according to the present embodiment will be described with reference to FIG. FIG. 2 is a block diagram showing the configuration of the ECU according to the embodiment.

  2, the ECU 100 according to the present embodiment includes a battery temperature determination unit 110, a charge target value setting unit 120, a charge / discharge control unit 130, an EV travel permission threshold setting unit 140, and a travel mode control unit 150. ing.

  The battery temperature determination unit 110 is an example of the “battery temperature determination unit” of the present invention, and is configured to be able to determine the state of the hybrid vehicle 1 based on the battery temperature detected by the battery temperature sensor 41. Specifically, the battery temperature determination unit 110 stores a threshold value, a map, and the like for a preset battery temperature, and compares the detected battery temperature with the stored threshold value, a map, etc. The state of the hybrid vehicle is determined. The determination result by the battery temperature determination unit 110 is output to the charging target value setting unit 120 and the EV travel permission threshold setting unit 140.

  The charging target value setting unit 120 is an example of the “charging target value setting unit” in the present invention, and is configured to be able to set a charging target value for the battery 30 of the hybrid vehicle 1. For example, the charging target value setting unit 120 sets the charging target value lower as the battery temperature of the hybrid vehicle 1 is lower. The charge target value set by the charge target value setting unit 120 is output to the charge / discharge control unit 130.

  The charge / discharge control unit 130 performs charge / discharge control on the battery 30 based on the charge target value set by the charge target value setting unit 120. Specifically, when the SOC of the battery 30 detected by the SOC sensor is lower than the charge target value, the charge / discharge control unit 130 executes charge control by supplying power from the outside, and sets the SOC to the charge target value. To increase. On the other hand, when the SOC of the battery 30 detected by the SOC sensor is higher than the charge target value, discharge control for discharging electric power to the outside is executed to lower the SOC to the charge target value.

  The EV travel permission threshold value setting unit 140 is an example of the “EV travel permission threshold value setting unit” of the present invention, and is configured to be able to set a threshold value of a required driving force that permits the hybrid vehicle 1 to perform EV travel. For example, the EV travel permission threshold value setting unit 140 sets the EV travel permission threshold value lower as the battery temperature of the hybrid vehicle 1 is lower (that is, the EV travel permission threshold value setting unit 140 sets EV travel less likely to be permitted). The EV travel permission threshold set by EV travel permission threshold setting unit 140 is output to travel mode control unit 150.

  The travel mode control unit 150 is configured to be able to switch between the HV travel mode and the EV travel mode by controlling the hybrid drive device 10 (see FIG. 1). Specifically, the travel mode control unit 150 switches the travel mode to the EV travel mode when the required driving force for the hybrid vehicle 1 is lower than the EV travel permission threshold. On the other hand, when the required driving force for the hybrid vehicle 1 is higher than the EV travel permission threshold, the travel mode is switched to the HV travel mode.

  The ECU 100 configured to include each part described above is an electronic control unit configured integrally, and all the operations related to each part are configured to be executed by the ECU 100. However, the physical, mechanical, and electrical configurations of the parts according to the present invention are not limited to this, and for example, each of these parts may be configured together with the PCU 20.

<Charge / discharge control during soaking>
Next, with reference to FIG. 3, the charge / discharge control executed when the hybrid vehicle 1 is soaked will be described in detail. FIG. 3 is a flowchart showing the operation at the time of soaking of the control device for the plug-in hybrid vehicle according to the embodiment.

  In FIG. 3, when connection with a power plug (that is, a plug for realizing electrical connection with a power supply source) is detected in the hybrid vehicle 1 (step S <b> 101: YES), first, the battery temperature sensor 41 The battery temperature is detected and the battery SOC is detected by the SOC sensor 42 (step S102).

  When the battery temperature is detected, the battery temperature determination unit 110 determines whether or not the battery temperature is equal to or lower than a predetermined threshold A (step S103). The threshold A is an example of the “predetermined value” in the present invention, and is set in advance as a threshold for determining the state of the hybrid vehicle 1.

  When it is determined that the battery temperature is equal to or lower than the threshold A (step S103: YES), the charge target value setting unit 120 sets a charge target value corresponding to the battery temperature (step S104). When the charge target value is set, charge / discharge control by the charge / discharge control unit 130 is performed so that the battery SOC becomes the set charge target value.

  Below, with reference to FIG. 4, the effect obtained by the setting method of charging target value and charging / discharging control is demonstrated concretely. FIG. 4 is a graph showing the relationship between the battery temperature and the charging target value.

  In FIG. 4, when the battery temperature is equal to or lower than the threshold A, the charging target value is set as a smaller value as the battery temperature is lower. Even when the battery temperature is the same value as the threshold value A, the charging target value is set as a value smaller than the SOC control center.

  Here, in a state where the battery temperature is lower than the threshold value A, it is considered that when the hybrid vehicle 1 starts running, a warm-up operation with the start of the engine 200 is started in order to quickly raise the battery 30. During warm-up operation, regenerative power is generated by the power of engine 200, so it is desirable that regenerative power can be charged to battery 30 in order not to deteriorate the energy efficiency.

  On the other hand, in the present embodiment, the SOC after the charge / discharge control is controlled to be lower as the battery temperature is lower by setting the charging target value described above. In other words, the battery 30 is controlled so that the allowable charge amount of the battery 30 increases as the warm-up operation requires more time (that is, the regenerative power generated by the warm-up operation increases). Therefore, it is possible to avoid wastefully discarding the regenerative electric power generated when the hybrid vehicle 1 travels, and to realize an operation with high energy efficiency.

  Returning to FIG. 3, when the charge / discharge control is completed, the EV travel permission threshold setting unit 140 sets a cold EV travel permission threshold. Hereinafter, the EV travel permission threshold will be described in detail with reference to FIG. FIG. 5 is a graph showing the EV travel permission threshold for each battery temperature.

  As shown in FIG. 5, the EV travel permission threshold is a threshold corresponding to the required driving force that can permit EV travel, and is set as a value that varies according to the vehicle speed. In particular, the cold EV travel permission threshold is set as a lower value than the normal reference EV travel permission threshold.

  Here, in the cold state where the battery temperature is lower than the threshold value A, when the hybrid vehicle 1 starts running, the battery 20 is at a low temperature, so that the charge amount (input / output) of the battery 30 is greatly limited. Conceivable. In order to reduce the charge amount limit of the battery 30 as described above, the battery 30 needs to be quickly heated. As a method for raising the temperature of the battery 30, for example, a method for increasing the chance of charging the battery 30 can be cited.

  On the other hand, in this embodiment, since the cold EV travel permission threshold is set by setting the EV travel permission threshold described above, EV travel is less likely to be permitted as compared with the case where the reference EV travel permission threshold is used. Yes. For this reason, the frequency of starting the engine 200 increases, and the chance of charging the battery 30 also increases due to the generation of regenerative power by the power of the engine 200. Therefore, the battery 30 can be quickly heated, and a state in which the charge amount limitation is large can be prevented from continuing for a long time. As a result, although the start frequency of the engine 200 until the temperature rise of the battery 30 is increased, after the temperature of the battery 30 is raised, EV traveling can be efficiently executed according to the expanded charge amount. The energy efficiency when viewed in the above can be increased.

  Returning to FIG. 3 again, the battery temperature sensor 41 continues to detect the battery temperature even after the EV travel permission threshold is set (step S111). And if the hybrid vehicle 1 is set to Ready-ON (step S112: YES), a series of processes will be complete | finished. On the other hand, when the hybrid vehicle 1 is not Ready-ON (step S112: NO), the processing after step 103 is repeatedly executed. In this way, even when the battery temperature changes after setting the charge / discharge control and the EV travel permission threshold, appropriate control according to the changed battery temperature can be executed.

  Incidentally, when it is determined that the battery temperature is higher than the threshold value A (step S103), as shown in FIG. 4, the charge target value is set as a value corresponding to full charge. For this reason, the charge / discharge control unit 130 determines whether or not the battery 30 needs to be charged (in other words, whether or not the battery 30 is fully charged) (step S107). (Step S107: YES), the charging control is started (step S108). The charge control is executed until the battery 30 is fully charged (step S108: YES).

  When the battery 30 is fully charged, the EV travel permission threshold setting unit 140 sets a normal reference EV travel permission threshold (step S110). The reference EV travel permission threshold is set as a value higher than the cold EV travel permission threshold, as shown in FIG. For this reason, it will be in the state in which EV driving | running | working is easy to be performed compared with the time of cold, and will be in the state where the starting frequency of the engine 200 is low as a result. Therefore, it is possible to improve the fuel efficiency of the hybrid vehicle.

<EV travel permission threshold value change control during travel>
Next, changing control of the EV travel permission threshold after the hybrid vehicle 1 starts traveling will be described with reference to FIG. FIG. 6 is a flowchart showing the operation of the control device according to the embodiment during traveling. Here, it is assumed that the hybrid vehicle 1 starts traveling in a state where the cold EV traveling permission threshold is set by the control at the time of soaking (see FIG. 3).

  In FIG. 6, even when the hybrid vehicle 1 is traveling, temperature detection by the battery temperature sensor 41 is executed (step S201). Then, the battery temperature determination unit 110 determines whether or not the detected battery temperature is equal to or lower than a predetermined threshold A (step S202).

  Here, when it is determined that the battery temperature is not equal to or lower than the threshold A (step S202: NO), the EV travel permission threshold setting unit 140 determines whether the engine start frequency is greater than the threshold B (step S203). . If the engine start frequency is greater than the threshold B (step S203: YES), the reference EV travel permission threshold is set as the EV travel permission threshold (step S204). That is, the cold EV travel permission threshold up to that point is changed to the reference EV travel permission threshold.

  Below, with reference to FIG. 7, the effect acquired by determination of engine starting frequency and change of EV driving | running | working permission threshold value is demonstrated concretely. FIG. 7 is a graph showing a method for determining the engine activation frequency.

  As shown in FIG. 7, the engine start frequency is in a section from the time when the vehicle speed is no longer 0 km / h to the next time 0 km / h (that is, until the hybrid vehicle 1 starts running and then stops). The number of starts of engine 200 can be used. In addition, you may utilize the engine starting frequency at the time of a stall start as an engine starting frequency. By comparing the engine start frequency with the threshold value B, it can be determined that the hybrid vehicle 1 is traveling for a long time to some extent.

  Here, if the hybrid vehicle 1 has traveled for a long period of time, the battery 30 is warmed up to a certain temperature (specifically, the battery 30 is not at a high temperature until it is determined that the warm-up is complete, but the battery charge limit is limited. It can be estimated that the temperature has been increased to a temperature at which the temperature is sufficiently expanded. Therefore, if the threshold value B is set according to the temperature increase degree of the battery 30, by determining whether or not the engine start frequency is greater than the threshold value B, the temperature increase of the battery 30 proceeds and the charge amount restriction is limited. It can be determined whether or not the state is enlarged.

  If the battery charge amount limit is increased, even if the charging opportunity for the battery 30 is reduced, the input / output power of the battery is increased, so that the temperature can be increased efficiently. Therefore, by setting the reference EV travel permission threshold, it is possible to improve fuel efficiency by increasing the EV travel opportunity without impairing the warm-up effect.

  Note that the engine start frequency used in the above determination is merely an example, and it is possible to similarly determine the long-term traveling of the hybrid vehicle 1 using other parameters. Specifically, based on the integrated value of the intake air amount of engine 200, it is possible to determine the long-term traveling of hybrid vehicle 1. Alternatively, the battery temperature detected by the battery temperature sensor 41 may be used. In this case, the threshold value B is set as a value higher than the threshold value A.

  As described above, according to the control device for a plug-in hybrid vehicle according to the present embodiment, it is possible to quickly increase the battery temperature while traveling while avoiding unnecessary power consumption.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. A vehicle control device is also included in the technical scope of the present invention.

1 Hybrid vehicle 10 Hybrid drive unit 20 PCU
30 battery 40 sensor group 41 battery temperature sensor 42 SOC sensor 100 ECU
DESCRIPTION OF SYMBOLS 110 Battery temperature determination part 120 Charging target value setting part 130 Charging / discharging control part 140 EV driving | running | working permission threshold setting part 150 Traveling mode control part 200 Engine

Claims (1)

An apparatus for controlling a plug-in hybrid vehicle that includes a battery that can be charged / discharged with the outside, and that is capable of EV traveling with the internal combustion engine stopped.
Battery temperature determination means for determining whether the temperature of the battery is a first state lower than a predetermined value or a second state equal to or higher than the predetermined value;
The charge target value for the battery in the charge / discharge operation with the outside can be set, and the charge target value in the first state is set lower than the charge target value in the second state Value setting means;
An EV travel permission threshold value corresponding to the required driving force to permit the EV travel can be set, and the EV travel permission threshold value in the first state is lower than the EV travel permission threshold value in the second state. A control device for a plug-in hybrid vehicle, comprising: EV travel permission threshold value setting means for setting.

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