JP2019156086A - Hybrid vehicle - Google Patents

Abstract

To suppress an excessive decrease in SOC of a power storage device in external power feeding.SOLUTION: A hybrid vehicle control device controls a power supply device so that the amount of power supplied to the outside of the vehicle by external power feeding is smaller when amount reduction conditions are satisfied (YES at both steps S11 and S12) during execution of external power feeding than when the amount reduction conditions are not satisfied (NO at either step S11 or S12). The amount reduction conditions include the following as necessary conditions: engine power generation being performed (requirement A); the SOC of the power storage device being lower than a predetermined value (requirement B); and the output of the internal combustion engine having been reduced (requirement C).SELECTED DRAWING: Figure 5

Description

  The present disclosure relates to a hybrid vehicle, and more particularly to a technique for supplying electric power from a hybrid vehicle to the outside of the vehicle.

  The hybrid vehicle is configured to be able to travel using both the power output from the internal combustion engine and the power output from the electric motor driven by the electric power stored in the battery. For example, Japanese Patent Laying-Open No. 2015-174629 (Patent Document 1) discloses a hybrid vehicle that performs power feeding (hereinafter referred to as “external power feeding”) for supplying power to the outside of the vehicle. External power feeding in this hybrid vehicle is performed using electric power stored in a battery (hereinafter sometimes referred to as “accumulated electric power”) and electric power generated using power output from an internal combustion engine (hereinafter referred to as “engine power generation”). And may be referred to as “electric power”). Hereinafter, power generation using power output from the internal combustion engine may be referred to as “engine power generation”.

  In the vehicle described in Patent Document 1, driving of the internal combustion engine (and thus engine power generation) is limited when the external temperature is low and the remaining amount of fuel in the internal combustion engine is low when external power feeding is performed. By limiting engine power generation for external power feeding, fuel for warming up the internal combustion engine is left in the internal combustion engine after the end of external power feeding.

Japanese Patent Laying-Open No. 2015-174629

  In the vehicle described in Patent Document 1, when the external temperature is low and the outside air temperature is low and the remaining amount of fuel in the internal combustion engine is low, engine power generation is limited, and the stored power of the battery is mainly supplied to the outside of the vehicle. Is done. However, when external power feeding is performed mainly using the stored power of the battery, the output power (discharge power) of the battery is increased. When the discharge power of the battery increases during external power feeding, the SOC (State Of Charge) of the battery during external power feeding decreases rapidly, and external power feeding may have to be stopped halfway (before power feeding is completed). Further, when the SOC of the battery is excessively lowered, the deterioration of the battery is likely to proceed.

  The present disclosure has been made to solve such a problem, and an object thereof is to suppress an excessive decrease in the SOC of the power storage device in external power feeding.

  The hybrid vehicle of the present disclosure includes a power storage device, an internal combustion engine, a power generation device, and a control device described below.

  The power generator is configured to generate power using power output from the internal combustion engine. The control device controls an electric power supply device provided inside the vehicle or outside the vehicle, and supplies electric power to the outside of the vehicle using at least one of electric power stored in the power storage device and electric power generated by the power generation device. It is configured to supply power.

  In addition, during the execution of the external power supply, the control device satisfies a predetermined condition (hereinafter referred to as a “weight reduction condition”) that satisfies the following requirements A to C (requirements). In this case, the power feeding device is controlled so that the amount of power supplied to the outside of the vehicle by external power feeding is smaller than when the weight reduction condition is not satisfied.

Requirement A: The above power generation (engine power generation) is performed by the power generation device.
Requirement B: The SOC of the power storage device is lower than a predetermined value.

Requirement C: Output reduction of the internal combustion engine has occurred.
The output reduction of the internal combustion engine occurs when the internal combustion engine is required to be warmed up, when the internal combustion engine is operated at a high place where the air density is low, and when the output of the internal combustion engine is limited. Is included.

  When the internal combustion engine is required to be warmed up, the internal combustion engine is in a state of insufficient warm-up, and the performance of the internal combustion engine is reduced, so that the output of the internal combustion engine is reduced. In addition, if the output of the internal combustion engine is forcibly increased when it is cold, problems such as an increase in exhaust emissions (contaminants in the exhaust gas) may occur. For this reason, during the warm-up operation of the internal combustion engine, the output of the internal combustion engine is limited. As described above, when the internal combustion engine is required to be warmed up (and thus during the warm-up operation of the internal combustion engine), the output of the internal combustion engine is reduced.

  When engine power generation is performed in a state where the output of the internal combustion engine is reduced, the engine generated power obtained by engine power generation is reduced. This reduces the amount of engine generated power that can be supplied to the outside of the vehicle. When the required amount of power supply cannot be covered only by engine generated power, the shortage needs to be compensated by the stored power of the battery.

  When the amount of engine generated power is insufficient with respect to the required power supply amount, the output power (discharge power) of the battery increases. When the discharge power of the battery increases in the external power supply, the SOC of the battery in the external power supply decreases rapidly. If the battery's stored power is insufficient during external power supply, external power supply must be stopped halfway. Further, when the SOC of the battery is excessively lowered, the deterioration of the battery is likely to proceed.

  Therefore, in the hybrid vehicle of the present disclosure, when the above-described weight reduction condition is satisfied, the power supply device is controlled so that the amount of power supplied to the outside of the vehicle by external power supply is smaller than when the weight reduction condition is not satisfied. . By doing so, the amount of engine generated power shortage with respect to the amount of power supplied to the outside of the vehicle is reduced, and the discharged power of the battery can be reduced (or the battery is not required to be discharged). Thereby, an excessive increase in the discharged power of the battery in the external power feeding is suppressed, and consequently an excessive decrease in the SOC of the battery is suppressed.

  Note that when the SOC of the battery is sufficiently high (when the requirement B is not satisfied), even if the output of the internal combustion engine is reduced, the above-mentioned battery power shortage or deterioration does not occur immediately. External power feeding is performed with a supply amount (for example, the maximum amount of power that can be supplied). Then, by performing such external power supply, the SOC of the battery decreases, and when the SOC of the battery reaches a predetermined value (that is, when the requirement B is satisfied), other requirements are also satisfied (that is, the weight reduction condition is satisfied). If established, external power feeding is performed with a power supply amount smaller than the normal power supply amount.

  According to the present disclosure, it is possible to suppress an excessive decrease in the SOC of the power storage device in external power feeding.

1 is a diagram illustrating a configuration of a vehicle according to an embodiment of the present disclosure. It is a figure for demonstrating engine electric power generation control and battery charging / discharging control when external electric power feeding is not performed. It is a figure for demonstrating engine electric power generation control and battery charging / discharging control when external electric power feeding with little electric power supply amount to an external apparatus (electric load) is performed. It is a figure for demonstrating engine electric power generation control and battery charging / discharging control when external electric power feeding with much electric power supply amount to an external device (electric load) is performed. It is a flowchart which shows the process sequence of the external electric power feeding amount control performed by the control apparatus of the vehicle which concerns on embodiment of this indication. It is a flowchart which shows the modification of the external electric power feeding control shown in FIG.

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

  FIG. 1 is a diagram illustrating a configuration of a vehicle according to an embodiment of the present disclosure. Referring to FIG. 1, vehicle 100 includes a battery 10, an engine 20, motor generators (hereinafter referred to as “MG (Motor Generator)”) 21 and 22, and a transaxle (hereinafter referred to as “T / A”). 23), a power control unit (hereinafter referred to as “PCU (Power Control Unit)”) 30, an inlet 40, and an electronic control unit (ECU) 50. The battery 10 according to this embodiment corresponds to an example of a “power storage device” according to the present disclosure.

  The engine 20 is an internal combustion engine that outputs power by converting combustion energy generated when an air-fuel mixture is burned into kinetic energy of a moving element such as a piston or a rotor. MGs 21 and 22 are AC rotating electric machines, for example, three-phase AC synchronous motors in which permanent magnets are embedded in a rotor. Vehicle 100 is a hybrid vehicle configured to be able to travel using both power output from engine 20 and power output from MGs 21 and 22 driven by electric power stored in battery 10.

  The T / A 23 includes a power split device. The power split device includes, for example, a planetary gear mechanism having three rotation shafts of a sun gear, a carrier, and a ring gear. The power split device divides the power output from engine 20 into power for driving MG 21 and power for driving drive wheels (not shown) of vehicle 100.

  The MG 21 is mainly used as a generator driven by the engine 20 via the T / A 23. The power (engine generated power) generated by the MG 21 is supplied to the battery 10 or the inlet 40 via the PCU 30. The MG 21 according to this embodiment corresponds to an example of a “power generation device” according to the present disclosure.

  MG 22 mainly operates as an electric motor, and drives the drive wheels of vehicle 100. MG 22 is driven by receiving at least one of the electric power from battery 10 and the electric power generated by MG 21. On the other hand, when braking the vehicle or reducing acceleration on the down slope, the MG 22 operates as a generator to perform regenerative power generation. The electric power generated by the MG 22 is supplied to the battery 10 via the PCU 30.

  The PCU 30 includes two inverters 31 and 32 (first inverter and second inverter) provided corresponding to the MGs 21 and 22, and a boost converter 33 that boosts a DC voltage supplied to each inverter to a voltage higher than the voltage of the battery 10. It is comprised including. Boost converter 33 and battery 10 are connected to each other via a power line PL1 (for example, a high voltage line). The PCU 30 performs power conversion according to a control signal from the ECU 50. The power from the battery 10 is input to the PCU 30. The PCU 30 outputs power to the battery 10 and an inlet 40 described later.

  The PCU 30 performs bidirectional power conversion between the battery 10 and the MGs 21 and 22. The PCU 30 is configured to be able to control the states of the MGs 21 and 22 separately. For example, the PCU 30 can set the MG 22 to a power running state while the MG 21 is in a regenerative (power generation) state.

  A cooling system (not shown) of the engine 20 is configured such that the engine 20 is cooled by circulating cooling water around the engine 20. The temperature of the cooling water of the engine 20 changes according to the temperature of the engine 20. The engine 20 is provided with a water temperature sensor 24. The water temperature sensor 24 detects the temperature of cooling water (cooling water temperature) of the engine 20 and outputs the detection result to the ECU 50.

  The exhaust system of the engine 20 includes an exhaust pipe 25 connected to a combustion chamber (not shown) of the engine 20 and a catalyst 26 (exhaust purification catalyst) disposed in the exhaust pipe 25. The exhaust gas discharged from the combustion chamber of the engine 20 passes through the exhaust pipe 25 and is purified by the catalyst 26 before being discharged into the atmosphere. When the temperature of the catalyst 26 becomes the activation temperature, the catalytic action becomes stronger, and the exhaust gas purification rate by the catalyst 26 becomes higher. For example, the temperature of the catalyst 26 can be raised to the activation temperature by the heat of exhaust gas discharged from the combustion chamber of the engine 20. The exhaust pipe 25 is provided with a temperature sensor 27. The temperature sensor 27 detects the temperature of the catalyst 26 (catalyst bed temperature) and outputs the detection result to the ECU 50. As the catalyst 26, for example, a three-way catalyst mainly composed of platinum, palladium, and rhodium can be employed.

  The battery 10 is a rechargeable DC power source. The rated voltage of the battery 10 is, for example, 100V to 400V. The battery 10 includes, for example, a secondary battery (a rechargeable battery). As the secondary battery, for example, a lithium ion battery can be adopted. The battery 10 may include an assembled battery including a plurality of secondary batteries (for example, lithium ion batteries) connected in series and / or in parallel. In addition, the secondary battery which comprises the battery 10 is not restricted to a lithium ion battery, You may employ | adopt another secondary battery (for example, nickel hydride battery). An electrolytic solution type secondary battery may be employed, or an all solid state secondary battery may be employed. In addition, as the battery 10, a large-capacity capacitor or the like can be employed.

  A system main relay (not shown) that switches connection / cutoff of the current path of the battery 10 based on a control signal from the ECU 50 is provided in the current path of the battery 10. Further, a monitoring unit (not shown) for monitoring the state (voltage, current, temperature, etc.) of the battery 10 is provided for the battery 10. The ECU 50 is configured to estimate the state (SOC or the like) of the battery 10 based on the output of the monitoring unit.

  The ECU 50 includes an HV (hybrid) control unit 51, an engine control unit 52, and a power supply control unit 53, and controls each device using signals from each sensor so that the vehicle 100 is in a desired state. In the ECU 50, the HV control unit 51, the engine control unit 52, and the power supply control unit 53 are connected to be communicable with each other.

  Each control unit (HV control unit 51, engine control unit 52, power supply control unit 53) included in the ECU 50 is a CPU (Central Processing Unit) as a calculation device, a storage device, and an input / output unit for inputting / outputting various signals. And an output port (both not shown). The storage device includes a RAM (Random Access Memory) as a working memory and a storage for storage (ROM (Read Only Memory), rewritable nonvolatile memory, etc.). Various controls are executed by the CPU executing the program stored in the storage device. However, the various controls performed by the ECU 50 are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

  HV control unit 51 calculates an output request value for engine 20 and an output request value (for example, torque request value) for MGs 21 and 22. Then, the HV control unit 51 transmits an output request value for the engine 20 to the engine control unit 52 and supplies power to the MGs 21 and 22 (and thus outputs of the MGs 21 and 22 based on the output request values for the MGs 21 and 22). Torque). The HV control unit 51 can control the magnitude (amplitude) and frequency of power supplied to the MGs 21 and 22 by controlling the PCU 30 and the like. Further, the HV control unit 51 performs charge / discharge control of the battery 10 by controlling the PCU 30, the system main relay, and the like.

  The engine control unit 52 receives an output request value for the engine 20 from the HV control unit 51, and controls the operation of the engine 20 (fuel injection control, ignition so that kinetic energy corresponding to the output request value is generated in the engine 20). Control, intake air amount adjustment control, etc.). Further, the engine control unit 52 receives detection values of various sensors (such as the water temperature sensor 24 and the temperature sensor 27), and transmits each detection value to the HV control unit 51.

  In addition, when there is a warm-up request for the engine 20, the engine control unit 52 performs power supply control on a signal indicating that the warm-up request for the engine 20 has occurred (hereinafter referred to as a “warm-up request signal”). While transmitting to the unit 53, the engine 20 is controlled to warm up the engine 20. The warm-up of the engine 20 is a process for generating heat in the engine 20, and includes a process for increasing the temperature of the engine 20 main body (cylinder block, cylinder head, etc.) and a process for increasing the exhaust temperature of the engine 20. By burning the air-fuel mixture in the combustion chamber of the engine 20, the temperature of the engine 20 and the exhaust temperature rise. The engine 20 is warmed up not only to make the engine 20 stable and capable of exhibiting performance, but also for a device that uses heat generated by the engine 20 (hereinafter referred to as “heat utilization device”), for example. It is. In this embodiment, the catalyst 26 that uses heat generated in the engine 20 for catalytic activity corresponds to a heat utilization device.

  The warm-up request for the engine 20 may occur when the warm-up of the engine 20 is insufficient. When the warm-up of the engine 20 is insufficient, the performance of the engine 20 is deteriorated, so that the output of the engine 20 is reduced. In this embodiment, when the internal combustion engine is not sufficiently warmed up and the temperature of the catalyst 26 is equal to or lower than a predetermined value, a warm-up request for raising the temperature of the catalyst 26 to the activation temperature is generated. To do. Whether or not the engine 20 is sufficiently warmed up can be determined based on, for example, a parameter (cooling water temperature or the like) correlated with the temperature of the engine 20. In this embodiment, when the coolant temperature detected by the coolant temperature sensor 24 is equal to or lower than a predetermined value, it is determined that the engine 20 is not sufficiently warmed up.

  When there is a request for external power supply, the power supply control unit 53 controls the power supply device 70 provided outside the vehicle 100, and the power stored in the battery 10 and the power generated by the MG 21 (engine generated power) ) And external power feeding using at least one of them. In external power feeding, electric power is supplied from the vehicle 100 to the electric load 200 outside the vehicle. The request for external power supply is generated, for example, by instructing the ECU 50 to execute external power supply in a state where external power supply is possible (for example, a state where the vehicle 100 is connected to the electric load 200). The external power supply execution instruction may be a user instruction or a predetermined condition (such as arrival of a power supply start time by a timer).

  The power supply control unit 53 is provided with an input device (not shown) that receives an instruction from the user. The input device is, for example, a touch panel. The user can instruct the power supply control unit 53 to start and end the external power supply by the input to the input device. The input device may have a voice recognition function. Moreover, you may enable it to instruct | indicate the electric power feeding control part 53 from a predetermined | prescribed portable apparatus (a smart phone, a notebook personal computer, etc.).

  The inlet 40 is a portion where electric power is output from the vehicle 100 toward the outside of the vehicle when external power feeding is performed, and the connector 61 of the power cable 60 is connected to the inlet 40. Boost converter 33 and inlet 40 of PCU 30 are connected to each other via power line PL1. The battery 10 and the inlet 40 are also connected to each other via the power line PL1. When the vehicle 100 performs external power supply to the electric load 200, power is supplied to the inlet 40 from at least one of the battery 10 and the PCU 30. By connecting the inlet 40 of the vehicle 100 and the electric load 200 in the manner described below, it becomes possible to supply electric power from the vehicle 100 to the electric load 200.

  The electrical load 200 is connected to the power supply device 70 via a power line PL3 (for example, a high-voltage line), and the power cable 60 is connected to the power supply device 70. By connecting connector 61 of power cable 60 connected to power supply apparatus 70 to inlet 40, vehicle 100 is connected to electric load 200 via power cable 60, power supply apparatus 70, and power line PL3.

  Power cable 60 includes a power line PL2 (for example, a high voltage line), and connector 61 of power cable 60 is connected to inlet 40, whereby power line PL1 is connected to power line PL2. By connecting the power feeding device 70 and the inlet 40 via the power cable 60, the power supplied from the battery 10 and the PCU 30 to the inlet 40 is supplied to the power feeding device 70 through the power line PL2. The electric power supplied to the power supply device 70 is supplied to the electric load 200 through the power line PL3.

  Although not shown, the vehicle 100 includes a communication line that connects the inlet 40 and the power supply control unit 53, and the power cable 60 further includes a communication line. By connecting the power supply device 70 and the inlet 40 via the power cable 60, the power supply device 70 and the power supply control unit 53 are communicably connected via the communication line. In addition, when the power line in the power cable 60 can also be used as a communication line, the communication line may not be provided in the power cable 60 separately. Further, the communication method between the power supply control unit 53 and the power supply apparatus 70 is not limited to wired communication but may be wireless.

  The power supply device 70 includes a power supply relay, a power conversion device, and the like (not shown). The electric power supplied from the battery 10 or the like to the inlet 40 is supplied to the power conversion device. The power converter is configured including an inverter, for example. The power supply relay switches connection / disconnection of the power output path according to the open / close state. By closing the power supply relay, the electric power output from the power converter is supplied to the electric load 200. The power feeding device 70 is controlled based on a control signal from the power feeding control unit 53. Vehicle 100 obtains power for power feeding by performing power conversion in power feeding device 70, and supplies the obtained power for power feeding to electric load 200.

  Examples of the electrical load 200 include a V2H (Vehicle to Home) stand, electrical appliances (such as cooking utensils and lighting used outdoors), and other vehicle power storage devices. The V2H stand is a device for appropriately exchanging electric power between the vehicle 100 and a house (not shown). The vehicle 100 can supply electric power to the house through a V2H stand.

  When engine power generation is performed in vehicle 100, the generated engine power generation is supplied to at least one of battery 10 and inlet 40. The engine generated power is, for example, power generated in the MG 21 when the MG 21 is driven by the engine 20. Hereinafter, engine power generation control and battery charge / discharge control for each situation of the vehicle 100 will be described with reference to FIGS.

  FIG. 2 is a diagram for explaining engine power generation control and battery charge / discharge control when external power feeding is not performed. Referring to FIG. 2, as indicated by an arrow in the drawing, engine generated power is output from PCU 30 and supplied to battery 10 when external power feeding is not performed. The battery 10 is charged by the supplied power.

  FIG. 3 is a diagram for explaining engine power generation control and battery charge / discharge control when external power feeding is performed with a small amount of power supplied to the electric load 200. With reference to FIG. 3, in this example, the engine generated power generated by the engine power generation is larger than the amount of power supplied to the electric load 200, so the engine generated power is supplied to both the inlet 40 and the battery 10. . Part of the engine generated power (electric power corresponding to the amount of power supplied) is supplied to the inlet 40 and supplied from the inlet 40 to the electric load 200 through the power supply device 70. The remaining engine generated power is supplied to the battery 10.

  FIG. 4 is a diagram for explaining engine power generation control and battery charge / discharge control when external power feeding with a large amount of power supplied to the electric load 200 is performed. Referring to FIG. 4, in this example, the engine generated power generated by engine power generation is less than the amount of power supplied to electric load 200, so that not only engine generated power but also the power stored in battery 10 is also stored. It is supplied to the inlet 40. These electric powers are supplied to the electric load 200 through the power supply device 70.

  By increasing the amount of power supplied to the electric load 200 in external power feeding, a large amount of power can be supplied to the electric load 200 in a short time. However, as shown in FIG. 4, when the required power supply amount cannot be covered only by the engine generated power, the shortage needs to be compensated by the stored power of the battery 10.

  Further, if engine power generation is performed in a state where the output of the engine 20 is reduced and external power feeding is performed using the generated engine power generation, the engine power generation obtained by the engine power generation is reduced, which is required. The amount of engine generated power is insufficient with respect to the amount of power supplied. And in order to make up for such a shortage, the output power (discharge power) of the battery increases.

  As described above, when the discharge power of the battery 10 increases in the external power supply, the SOC of the battery 10 in the external power supply decreases rapidly. If the stored power of the battery 10 is insufficient during external power feeding, the external power feeding must be stopped halfway. Further, when the SOC of the battery 10 is excessively lowered, the battery 10 is likely to deteriorate.

  Therefore, in the vehicle 100 according to this embodiment, the power supply control unit 53 supplies power to the outside of the vehicle by external power feeding when the weight reduction condition described below is satisfied, compared to when the weight reduction condition is not satisfied. The power feeding device 70 is controlled so that the amount (hereinafter also referred to as “external power feeding amount”) is reduced. More specifically, the power feeding control unit 53 performs external power feeding in the normal mode when the above weight reduction condition is not satisfied, and reduces the amount of external power feeding that is smaller than that in the normal mode when the weight reducing condition is satisfied. External power supply is performed in mode.

  The above weight reduction conditions are that engine power generation is performed by the MG 21 (requirement A), that the SOC of the battery 10 is lower than a predetermined value (requirement B), and that the output of the engine 20 is reduced ( Requirement C) is included as a necessary condition.

  Hereinafter, the power supply amount control in the external power supply performed by the ECU 50 (hereinafter, also referred to as “external power supply amount control”) will be described in detail with reference to FIG. FIG. 5 is a flowchart showing a procedure of external power supply amount control executed by the ECU 50 (particularly, the power supply control unit 53). The processing shown in this flowchart is repeatedly executed by being called from the main routine every elapse of a predetermined time during the execution of external power supply described below.

  The ECU 50 executes external power supply when there is a request for external power supply. During execution of external power supply, the ECU 50 controls the engine 20, the PCU 30, and the like to supply the generated engine generated power to the electric load 200 while performing engine power generation with the MG 21 driven by the engine 20. Further, when the engine generated power generated by the engine power generation is insufficient with respect to the external power supply amount, the ECU 50 controls the power supply device 70 and the like to output the power corresponding to the shortage from the battery 10, It is supplied to the electric load 200 together with the engine generated power. That is, the above-described requirement A is satisfied during execution of external power feeding.

  Referring to FIG. 5, power supply control unit 53 proceeds to one of steps S21 and S22 based on the determination results of steps S11 and S12.

  In step S11, the power supply control unit 53 determines whether or not the SOC of the battery 10 is equal to or smaller than a predetermined threshold Th. The determination in step S12 corresponds to a determination as to whether or not the above requirement B is satisfied. When SOC of battery 10 is equal to or less than threshold value Th, it is determined that requirement B is satisfied (YES in step S11).

  The SOC indicates the remaining amount of power storage. For example, the ratio of the current power storage amount to the fully charged power storage amount is expressed as 0 to 100%. The threshold value Th is set high to such an extent that the stored power of the battery 10 is not insufficient during external power feeding or deterioration of the battery 10 is not promoted by overdischarge. The threshold value Th may be a fixed value or may be variable according to the state of the battery 10 (battery temperature or the like). In addition, as a method for measuring the SOC, various known methods such as a method using current value integration (Coulomb count) or a method using open circuit voltage (OCV) estimation can be employed.

  In step S12, it is determined whether or not warming up of the engine 20 is requested. More specifically, when a warm-up request for the engine 20 is generated, a warm-up request signal is transmitted from the engine control unit 52 to the power supply control unit 53. Power supply control unit 53 determines that warm-up of engine 20 is requested (YES in step S12) when receiving this warm-up request signal. When the engine 20 is required to be warmed up, the engine 20 is in a state of insufficient warm-up, and the performance of the engine 20 is reduced, so that the output of the engine 20 is reduced. That is, the determination in step S12 corresponds to a determination as to whether or not the above-described requirement C is satisfied.

  In this embodiment, the temperature of the catalyst 26 is activated when the cooling water temperature detected by the water temperature sensor 24 is lower than a predetermined value and the temperature of the catalyst 26 detected by the temperature sensor 27 is lower than the predetermined value. A warm-up request for the engine 20 for raising the temperature to the control temperature is generated, and YES (requires requirement C) is determined in step S12.

  When it is determined NO in either step S11 or S12, the power supply control unit 53 performs external power supply in the normal mode (step S22). In this embodiment, the external power supply amount in the normal mode is the maximum power amount (fixed value) that can be supplied by the power supply device 70.

  The external power supply amount in the normal mode is not limited to the above, and may be variable depending on the state of the battery 10 (SOC, battery temperature, etc.). Further, the external power supply amount in the normal mode is the power supply amount that is set according to the power supply amount required from the electric load 200 that receives the external power supply or the engine power generation amount in a state where the output of the engine 20 is not reduced. It may be.

  On the other hand, when it is determined YES in both steps S11 and S12, the power feeding control unit 53 performs external power feeding in the weight reduction mode (step S21). In the reduction mode, the power supply control unit 53 controls the power supply device 70 (power conversion device or the like) so that the external power supply amount is smaller than that in the normal mode. That is, in the weight reduction mode, the output power of the power feeding device 70 is limited.

  When the external power feeding is performed using the engine generated power, the processing of FIG. 5 is executed, so that the SOC of the battery 10 is equal to or lower than a predetermined threshold Th during the external power feeding and the engine 20 is warm. When a machine is required, external power feeding is performed in the weight reduction mode. In the reduction mode, the amount of power supplied to the electric load 200 is reduced. When external power feeding is performed in such a reduction mode, the amount of engine generated power is insufficient with respect to the amount of power supplied to the electric load 200, and the engine generated power is mainly supplied to the electric load 200. Therefore, it becomes possible to reduce the discharge power of the battery (or to make the discharge of the battery 10 unnecessary). As a result, an excessive increase in the discharge power of the battery 10 in the external power feeding, and hence an excessive decrease in the SOC of the battery 10 are suppressed. For this reason, it is suppressed that the electrical storage electric power of the battery 10 runs short during external electric power feeding, or deterioration of the battery 10 is accelerated | stimulated by overdischarge.

  In the process of FIG. 5 described above, when the SOC of battery 10 is sufficiently high (NO in step S11), external power feeding is performed in the normal mode even if the output of engine 20 is reduced due to the warm-up execution (step S11). S22). This is because if the SOC of the battery 10 is sufficiently high, even if the stored power of the battery 10 is supplied to the electric load 200, there is a low possibility that the battery 10 will be insufficient or deteriorated. However, if the external power supply is performed in the normal mode during the warm-up operation of the engine 20, the SOC of the battery 10 decreases rapidly, and thus the SOC of the battery 10 may become the threshold value Th or less during the external power supply. In such a case, since YES is determined in both steps S11 and S12, the mode is switched and external power feeding is performed in the weight reduction mode (step S21).

  In the above embodiment, engine generated power is always supplied to the electric load 200 during external power feeding. However, the present invention is not limited to this, and engine power generation (and supply of engine generated power to the electric load 200) may be started when a predetermined power generation condition is satisfied during execution of external power feeding.

  FIG. 6 is a flowchart illustrating a modification of the external power supply control illustrated in FIG. The processing shown in this flowchart is repeatedly executed by being called from the main routine every elapse of a predetermined time during the execution of external power supply described below.

  The ECU 50 executes external power supply when there is a request for external power supply. When engine power generation is not performed during execution of external power supply (for example, when engine 20 is stopped), only the stored electric power of battery 10 is supplied to electric load 200. In this case, if the stored power of the battery 10 is insufficient during the external power supply, the external power supply is forcibly stopped and the external power supply is stopped without waiting for the completion of the power supply. On the other hand, when engine power generation is performed during execution of external power supply, the engine generated power is preferentially supplied to the electric load 200, and the power sufficient to compensate for the shortage of engine generated power with respect to the external power supply amount is It is supplied from the battery 10 to the electric load 200. When the external power supply amount can be covered only by the engine generated power, the battery 10 is not discharged.

  Referring to FIG. 6, in step S <b> 11, as in the above embodiment (see FIG. 5), power supply control unit 53 determines whether or not the SOC of battery 10 is equal to or less than a predetermined threshold Th. When it is determined that the SOC of battery 10 is equal to or lower than a predetermined threshold Th (YES in step S11), ECU 50 starts engine 20 in step S31, and engine MG21 driven by engine 20 uses MG21. Generate electricity. The generated engine generated power is supplied to the electric load 200. Thereby, the above-mentioned requirements A and B are satisfied. Thereafter, the process proceeds to step S12.

  On the other hand, when it is determined that the SOC of battery 10 is higher than a predetermined threshold Th (NO in step S11), ECU 50 stops engine 20 in step S32. Thereby, engine power generation is not performed. That is, the above requirement A and requirement B are not satisfied. Thereafter, the process proceeds to step S22.

  In FIG. 6, steps other than steps S31 and S32 are the same as those in the above-described embodiment (see FIG. 5), and thus description thereof is omitted.

  Even when the processing of FIG. 6 is performed during external power feeding, when the above-described requirements A to C are satisfied, external power feeding is performed in the weight reduction mode. As a result, an excessive increase in the discharge power of the battery 10 in the external power feeding, and hence an excessive decrease in the SOC of the battery 10 are suppressed.

  In the above-described embodiment (see FIG. 5) and its modification (see FIG. 6), the weight reduction condition is satisfied when the above-described requirements A to C are satisfied, and external power feeding is performed in the weight reduction mode. That is, the above-mentioned requirements A to C are requirements (necessary conditions) necessary for establishment of the weight reduction condition, and are sufficient requirements (sufficient conditions) for establishment of the weight reduction condition. However, the present invention is not limited to this, and if other requirements are not satisfied in addition to the above-described requirements A to C, the weight reduction condition may not be satisfied (that is, external power feeding is performed in the normal mode).

  For example, when a disaster occurs, the user does not always consider the suppression of deterioration of the battery 10 as the highest priority. There may be a user who wants to acquire more power from the vehicle 100 in a short time even if the battery 10 deteriorates. For this reason, it is determined whether or not the vehicle 100 exists in the disaster occurrence area, and if it is determined that the vehicle 100 exists in the disaster occurrence area, the above weight reduction condition may not be satisfied. The information indicating whether or not the vehicle 100 exists in the disaster occurrence area is, for example, a known service that provides map information, disaster information, etc. (service provided by the Japan Meteorological Agency, IT companies, communication companies, etc.) or GPS It can be obtained by using (Global Positioning System).

  In the said embodiment and its modification, in order to generate the heat | fever utilized with the catalyst 26 (heat utilization apparatus) with the engine 20, the warm-up request | requirement is generated. However, the present invention is not limited to this, and a warm-up request may be generated to cause the engine 20 to generate heat used by a heat utilization device other than the catalyst 26. Examples of the heat utilization device include a heating device that heats the interior of the vehicle (for example, the vehicle interior), an oil heating device that heats the lubricating oil used in the drive system of the vehicle 100, in addition to the catalyst 26 that purifies the exhaust gas. Is mentioned. For example, a warm-up request for generating heat to be used in the heating device may be generated when the user gives an instruction to perform heating (for example, the heating device is switched on).

  In the said embodiment and its modification, when the warming-up of the engine 20 is requested | required, the above-mentioned requirement C is satisfy | filled. However, the situation where the output of the engine 20 is reduced is not limited to when the engine 20 is required to be warmed up. For example, when the output of the engine 20 is limited for the purpose of leaving fuel in the engine 20, the above-described requirement C may be satisfied. Further, when the engine 20 is operated at a high place where the air density is low, the above-described requirement C may be satisfied. Information indicating whether or not the position of the vehicle 100 is high can be obtained using a car navigation system, an atmospheric pressure sensor, or the like.

  The configuration of the vehicle is not limited to the configuration shown in FIG. 1 and can be changed as appropriate. For example, the vehicle is not limited to a split-type hybrid vehicle, and may be a series-type hybrid vehicle. In addition, the power feeding device 70 may be provided inside the vehicle 100. Further, the external power feeding method is also arbitrary, and for example, a method (wireless power feeding method) in which electric power is supplied to the outside without using a cable may be used.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  10 battery, 20 engine, 21, 22 MG, 23 T / A, 24 water temperature sensor, 25 exhaust pipe, 26 catalyst, 27 temperature sensor, 30 PCU, 31, 32 inverter, 33 boost converter, 40 inlet, 51 HV control unit , 52 engine control unit, 53 power supply control unit, 60 power cable, 61 connector, 70 power supply device, 100 vehicle, 200 electric load.

Claims (1)

A power storage device;
An internal combustion engine;
A power generation device that generates power using power output from the internal combustion engine;
External power supply that controls a power supply device provided inside or outside the vehicle and supplies power to the outside of the vehicle using at least one of the power stored in the power storage device and the power generated by the power generation device. A control device to perform,
When the predetermined condition is satisfied during execution of the external power supply, the control device causes the power supply so that the amount of power supplied to the outside of the vehicle by the external power supply is smaller than when the predetermined condition is not satisfied. Control the device,
The predetermined condition is:
The power generation by the power generation device;
The SOC of the power storage device is lower than a predetermined value;
A decrease in output of the internal combustion engine has occurred;
Hybrid vehicle including

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