Vehicle control unit and vehicle

Abstract

Vehicle (1; 151; 152) with an electrical power generator (20; 220; 230; 320), an electrical power storage device (70), an internal combustion engine (10) configured to drive the vehicle (1; 151; 152) and to drive the electric power generator (20; 220; 230; 320), an electrical circuit (78) configured to output electrical power generated by the electrical power generator (20; 220; 230; 320) or electrical power output from the electrical power storage device (70) to the outside of the vehicle (1; 151; 152), a drive circuit (64; 364) which drives the electrical power generator (20; 220; 230; 320), a voltage conversion device (62) arranged between the electrical power storage device (70) and the electrical power generator (20; 220; 230; 320), and an electronic control unit (200) configured to place the vehicle (1; 151; 152) in a first operating mode or a second operating mode, wherein the first operating mode is an operating mode in which electric power is generated in the electric power generator (20; 220; 230; 320) by the internal combustion engine (10) during parking of the vehicle (1; 151; 152) and the generated electric power is supplied to the outside of the vehicle (1; 151; 152), and the second operating mode is an operating mode in which electric power is generated in the electric power generator (20; 220; 230; 320) by the internal combustion engine (10) during travel of the vehicle (1; 151; 152), and the electronic control unit (200) is configured to control the operation of the voltage conversion device (62) in the first operating mode limit, wherein the electronic control unit (200) is configured to set a first voltage to be lower than a second voltage, wherein the first voltage is a voltage of a drive circuit side of the voltage conversion device (62) in the first mode, and the second voltage is a voltage of the drive circuit side of the voltage conversion device (62) in the second mode when the electric power generator (20; 220; 230; 320) supplies the electric power equal to an electric power in the first mode, characterized in that the electronic control unit (200) is configured to perform a voltage boosting operation by the voltage conversion device (62) in the second mode regardless of the electric power to be generated by the electric power generator (20; 220; 230; 320), and the electronic control unit (200) is configured to stop the voltage boosting operation by the voltage conversion device (62) in the first operation mode in a case where the electric power to be generated by the electric power generator (20; 220; 230; 320) is equal to or less than a predetermined value, wherein the electronic control unit (200) is configured to perform the voltage boosting operation by the voltage conversion device (62) in a case where the electric power to be generated by the electric power generator (20; 220; 230; 320) exceeds the predetermined value in the first operation mode, and wherein the electronic control unit (200) is configured, in a case where a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation in the first operation mode is lower than an upper limit of the voltage boost by the voltage conversion device (62), to set a third voltage to be lower than a fourth voltage, wherein the third voltage is a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation in the first mode, and the fourth voltage is a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation of the voltage conversion device (62) in the second mode when the electric power generator (20; 220; 230; 320) supplies the electric power equal to the electric power in the first mode.

Description

TECHNICAL FIELD

[0001] The invention relates to a control device for a vehicle and a vehicle equipped with the same. In particular, the invention relates to a control device for a hybrid vehicle having an external connection for an external electrical power supply. STATE OF THE ART

[0002] International Publication No.: WO 2010 / 131352 A1 discloses a technique for stopping the drive of a booster circuit that increases the voltage of a battery to supply it to an electric power generator, since electric power exchange between the electric power generator and the battery is unnecessary during parking.

[0003] Japanese Patent Application Publication Nos.: JP 2000 - 234 539 A and JP 2007 - 290 478 A show examples of the prior art.

[0004] US 2011 / 0 204 851 A1 discloses a system with a bidirectional inverter for a vehicle and an associated method. The bidirectional inverter may include an AC-to-DC inverter configured to receive AC power from a power grid and generate DC power on a DC bus connected to a vehicle battery. The bidirectional inverter may also include a DC-to-AC inverter configured to receive DC power from the DC bus and generate AC power that is delivered to the power grid. The bidirectional inverter may further include an energy management system operatively coupled to the AC-to-DC inverter and the DC-to-AC inverter and configured to selectively operate the bidirectional inverter in a charging mode or a generator mode.In addition, the bidirectional inverter may include a power line communications (PLC) coupler configured to transmit electronic data between the energy management system and a power plant network via the power grid.

[0005] Document WO 2013 / 030 653 A2 discloses a power supply connector used for supplying electrical power from a hybrid vehicle having an engine and a motor-generator to the exterior of the vehicle. When the power supply connector is connected to a vehicle power outlet, the power supply connector outputs a signal for performing a power supply operation while permitting operation of the engine to an ECU of the vehicle. SUMMARY OF THE INVENTION

[0006] According to the prior art, there is a time loss between a non-voltage boost state and the execution of the voltage boost even in a case where operation without voltage boost can be performed during driving. Accordingly, the voltage boost is executed to ensure torque response.

[0007] However, in the case of supplying electric power outside the vehicle during parking, executing voltage boost control to ensure torque response like driving could result in electrical loss attributable to the voltage boost. This could lead to deterioration in fuel economy.

[0008] An object of the invention is to provide a technique for reducing an electrical loss which can be attributed to the voltage increase when supplying electric power to the outside of the vehicle.

[0009] This object is achieved by a vehicle as defined in claim 1 and alternatively by a control device for a vehicle as defined in claim 7.

[0010] Advantageous embodiments are specified in the dependent claims.

[0011] According to the invention, electrical loss attributable to voltage increase can be reduced when electrical power is supplied to the outside of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 shows an overall block diagram of a vehicle 1 according to a first embodiment of the invention. Fig. Figure 2 shows a diagram illustrating the structure of a boost converter used in Fig. 1 is included. Fig. 3 is a diagram illustrating a charge amount to a storage battery 70 and the discharge amount from the storage battery 70 with respect to an SOC. Fig. 4 is a schematic diagram illustrating a configuration example for charging and supplying electric power to the vehicle 1 according to the first embodiment of the invention. Fig. Figure 5 shows a functional block diagram of an ECU used in Fig. 1 is included. Fig. Fig. 6 is a diagram illustrating a voltage boost control according to the first embodiment of the invention Fig. 7 is a flowchart illustrating processing for transitioning the vehicle to an external supply mode according to the first embodiment of the invention. Fig. 8 is a flowchart illustrating processing for transitioning the vehicle according to the first embodiment of the invention to a travel generation mode. Fig. 9 shows a flowchart illustrating the voltage boost control of the boost converter according to the first embodiment of the invention. Fig. 10 shows a flowchart illustrating a voltage boost control of a boost converter according to a second embodiment of the invention. Fig. 11 shows an overall block diagram of a vehicle according to a third embodiment of the invention. Fig. 12 shows an overall block diagram of a vehicle according to a fourth embodiment of the invention. Fig. 13 is a diagram illustrating a voltage boost control according to a fifth embodiment of the invention. MODES FOR CARRYING OUT THE INVENTION

[0012] Embodiments of the invention are described below with reference to the accompanying drawings.

[0013] Embodiments are described in detail below with reference to the accompanying drawings. In the drawings, like reference numerals are used to refer to like or corresponding elements, and therefore their description will not be repeated. [First embodiment]

[0014] Fig. 1 shows an overall block diagram of a vehicle 1 according to a first embodiment of the invention. According to Fig. 1, the vehicle 1 includes an engine 10, a first motor generator (hereinafter referred to as the first MG) 20, a second motor generator (hereinafter referred to as the second MG) 30, a power control unit (PCU) 60, an air conditioner 65, a storage battery 70, an electric power conversion device 78, drive wheels 80, a transmission 86, and an electronic control unit (ECU) 200. The transmission 86 includes a drive shaft 16, a power split device 40, a deceleration device 58, and an axle 82.

[0015] The vehicle 1 travels using driving force output from the engine 10 and / or the second MG 30. Power generated by the engine 10 is split into two paths by the power split device 40. One of these two paths is a path for power transmission from the engine 10 to the drive wheels 80 via the deceleration device 58. The other path is a path for power transmission from the engine 10 to the first MG 20.

[0016] For example, the first MG 20 and the second MG 30 are three-phase alternating current rotating electric machines. The first MG 20 and the second MG 30 are driven by the PCU 60.

[0017] The first MG 20 functions as a generator. The first MG 20 generates electric power by using the power of the engine 10 divided by the power split device 40. The electric power generated by the first MG 20 is supplied to the storage battery 70 or the second MG 30 through the PCU 60. The storage battery 70 is thus charged. In addition, the first MG 20 rotates a crankshaft (output shaft) of the engine 10 by receiving electric power from the storage battery 70. In this way, the first MG 20 functions as a starter that starts the engine 10.

[0018] The second MG 30 functions as a drive motor. The second MG 30 supplies driving force to the drive wheels 80 using electric power stored in the storage battery 70 and / or the electric power generated by the first MG 20. In addition, the second MG 30 functions as a generator that generates electric power through regenerative braking. The electric power generated by the second MG 30 is supplied to the storage battery 70 through the PCU 60. The storage battery 70 is thus charged.

[0019] The engine 10 is, for example, an internal combustion engine such as a gasoline engine and a diesel engine. The engine 10 includes a plurality of cylinders 102, a fuel injector 104, an ignition device 105, an intake passage 112, and an exhaust passage 113. The fuel injector 104 injects an appropriate amount of fuel into each of the cylinders at an appropriate timing based on a control signal S1 from the ECU 200. The ignition device 105 includes a plurality of spark plugs corresponding to each of the plurality of cylinders. The ignition device 105 ignites the spark plugs for the respective cylinders at an appropriate ignition timing based on a control signal from the ECU 200.

[0020] An air cleaner 112A, an air flow meter 112B, an intake air temperature sensor 112C, and an electronic throttle valve 112D are arranged in the intake duct 112 of the engine 10. The air cleaner 112A captures dust in the intake air. The air flow meter 112B detects an intake amount FA of the air taken into the engine 10. The intake air temperature sensor 112C detects the temperature TA of the air taken into the engine 10. The intake air temperature sensor 112C sends a signal indicative of the detected air temperature TA to the ECU 200. The electronic throttle valve 112D includes a valve for adjusting the amount of air taken into the engine 10, a throttle motor that operates the valve based on a control signal TH from the ECU 200, and a throttle valve position sensor.The throttle valve position sensor detects the opening of the valve and sends a signal indicating the opening to the ECU 200.

[0021] An air-fuel ratio sensor 113A, a three-way catalyst 113B, a catalyst temperature sensor 113C, and a damper 113D are arranged in the exhaust passage 113 of the engine 10. The three-way catalyst 113B is a catalyst that purifies exhaust gas from the engine 10. The air-fuel ratio sensor 113A detects an air-fuel ratio (A / F) Raf using the exhaust gas introduced into the three-way catalyst 113B. The catalyst temperature sensor 113C detects the temperature TC of the three-way catalyst 113B. The air-fuel ratio sensor 113A sends a signal indicative of the detected air-fuel ratio Raf to the ECU 200. The catalyst temperature sensor 113C sends a signal indicative of the temperature TC of the three-way catalyst 113B to the ECU 200. An oxygen sensor may be used instead of the air-fuel ratio sensor 113A.

[0022] A water temperature sensor 106 detects the temperature Tw of a coolant flowing in the engine 10 (hereinafter referred to as coolant temperature Tw). The water temperature sensor 106 sends a signal indicating the detected coolant temperature Tw to the ECU 200. A knock sensor 144 detects knocking of the engine 10 and sends a signal KN indicating the detection to the ECU 200.

[0023] An engine speed sensor 11 detects a rotational speed Ne of the crankshaft of the engine 10 (hereinafter referred to as engine speed). The engine speed sensor 11 sends a signal indicating the detected engine speed Ne to the ECU 200.

[0024] The power split device 40 mechanically connects the three elements of the drive shaft 16 for rotating the drive shaft 80, the output shaft of the engine 10, and a rotating shaft of the first MG 20. When any of the three elements described above is a reaction force element, the power split device enables power transmission between the other two elements. A rotating shaft of the second MG 30 is connected to the drive shaft 16.

[0025] The power split device 40 is a planetary gear mechanism including a sun gear, a pinion gear, a carrier gear, and a ring gear. The pinion gear meshes with both the sun gear and the ring gear. The carrier gear supports the pinion gear for rotation and is connected to the crankshaft of the engine 10. The sun gear is connected to the rotating shaft of the first MG 20. The ring gear is connected to the rotating shaft of the second MG 30 and the deceleration device 58, with the input shaft 16 interposed therebetween.

[0026] The deceleration device 58 transmits power from the power split device 40 and the second MG 30 to the drive wheels 80. In addition, the deceleration device 58 transmits a reaction force from a road surface received by the drive wheels 80 to the power split device 40 and the second MG 30.

[0027] The PCU 60 converts DC electric power stored in the storage battery 70 into AC electric power to drive the first MG 20 and the second MG 30. The PCU 60 includes a boost converter 62 and an inverter 64. The boost converter 62 and the inverter 64 are controlled based on a control signal S2 from the ECU 200.

[0028] The boost converter 62 boosts the voltage of the DC electric power received from the storage battery 70 or the electric power conversion device 78 and outputs the boosted DC electric power to the inverter 64. The inverter 64 converts the DC electric power output from the boost converter 62 into AC electric power and outputs the AC electric power to the first MG 20 and / or the second MG 30. In this way, the first MG 20 and / or the second MG 30 are driven using the electric power stored in the storage battery 70 or the electric power supplied from the outside. In addition, the inverter 64 converts the AC electric power generated by the first MG 20 and / or the second MG 30 into DC electric power and outputs the DC electric power to the boost converter 62.The boost converter 62 lowers the voltage of the DC electric power output from the inverter 64 and outputs the lowered DC electric power to the storage battery 70. In this way, the storage battery 70 is charged using the electric power generated by the first MG 20 and / or the second MG 30.

[0029] The boost converter 62 is arranged between nodes N1, N1' and nodes N2, N2'. The storage battery 70 and the electrical power conversion device 78 are connected to nodes N1, N1'. The inverter 64 is connected to nodes N2, N2'.

[0030] Fig. 2 shows a diagram illustrating the configuration of the Fig. 1 contained boost converter 62.

[0031] The boost converter 62 includes power transistors Q1, Q2, diodes D1, D2, a choke coil L, a capacitor C1, and a capacitor C2. The power transistors Q1, Q2 are connected in series between a positive line PL2 and a negative line NL. The diodes D1, D2 are connected in antiparallel to the power transistors Q1 and Q2, respectively. The choke coil L is connected between a connection node for the power transistors Q1 and Q2 and a positive line PL1. Power switching elements such as an insulated-gate bipolar transistor (IGBT) and a power metal-oxide-semiconductor field-effect transistor (MOSFET) can be used for the power transistors Q1, Q2.

[0032] The boost converter 62 receives electric power supply from the storage battery 70 or the electric power conversion device 78 and, based on the signal S2 from the ECU, raises the voltage of the positive line PL2 to at least the voltage of the positive line PL1 200. Specifically, the boost converter 62 stores a current flowing when the power transistor Q2 is turned on in the coil L as magnetic field energy and outputs the stored energy to the positive line PL2 via the diode D1 when the power switch Q2 is turned off. In this way, the boost converter 62 can adjust the voltage of the positive line PL2 to at least the voltage of the positive line PL1.

[0033] When the duty cycle (duty ratio) of the power transistor Q2 is increased, the energy stored in the choke coil L increases, thus increasing the voltage of the positive line PL2. When the duty cycle of the power transistor Q1 is increased, the current flowing from the positive line PL2 to the positive line PL1 increases, thus decreasing the voltage of the positive line PL2. Accordingly, by controlling the duty cycle of the power transistors Q1 and Q2, the voltage of the positive line PL2 can be controlled to any voltage equal to or greater than the voltage of the positive line PL1. The voltage of the positive line PL2 can be equal to the voltage of the positive line PL1 if the power transistor Q1 always remains on (non-voltage boost state).

[0034] Capacitor C1 is connected between the positive line PL1 and the negative line NL, smoothing the voltage fluctuation between the positive line PL1 and the negative line NL. Capacitor C2 is connected between the positive line PL2 and the negative line NL, smoothing the voltage fluctuation between the positive line PL2 and the negative line NL. In the following description, a system voltage VH is used in some cases to refer to the voltage between both terminals of capacitor C2.

[0035] The storage battery 70 is an electrical power storage device and a rechargeable direct current electrical power supply. The storage battery 70 is connected to the PCU 60. A secondary battery such as a nickel-hydrogen battery and a lithium-ion battery can be used as the storage device 70. The DC voltage of the storage battery 70 is, for example, approximately 200 V. The storage battery 70 is not limited to the secondary battery. For example, the storage battery 70 can be anything that can generate a DC voltage, such as a capacitor, a solar cell, and a fuel cell.

[0036] Whether to supply electric power to the storage battery 70 (charging), to output electric power from the storage battery 70 (discharging), or to maintain a charge amount for the storage battery 70 is determined based on a state of charge (SOC) showing the remaining capacity of the storage battery 70.

[0037] Fig. 3 is a diagram illustrating the charge amount to the storage battery 70 and the discharge amount from the storage battery 70 with respect to the SOC.

[0038] The charge amount and the discharge amount for the storage battery 70 corresponding to the current SOC are determined according to the characteristic curve CC shown in Fig. 3. In a case where the SOC exceeds a predetermined value SC0, electric power is output from the storage battery 70. In a case where the SOC exceeds the predetermined value SC0, electric power is supplied to the storage battery 70. When the SOC is equal to the predetermined value SC0, the current charge amount for the storage battery 70 is maintained.

[0039] The air conditioner 65 is operated by using the electrical power of the storage battery 70. The air conditioner 65 is in Fig. 1 as an example of an auxiliary device.

[0040] A temperature sensor 156 detects the temperature TB of the storage battery 70. A current sensor 158 detects the current IB of the storage battery 70. A voltage sensor 160 detects the voltage VB of the storage battery 70. The temperature sensor 156 sends a signal indicating the temperature TB to the ECU 200. The current sensor 158 sends a signal indicating the current IB to the ECU 200. The voltage sensor 160 sends a signal indicating the voltage VB to the ECU 200.

[0041] An accelerator pedal position sensor 162 detects an operation amount AP of an accelerator pedal (not shown). The accelerator pedal position sensor 163 sends a signal indicating the operation amount AP of the accelerator pedal to the ECU 200.

[0042] A first resolver 12 detects the rotational speed Nm1 of the first MG 20. The first resolver 12 sends a signal indicating the detected rotational speed Nm1 to the ECU 200. A second resolver 13 detects the rotational speed Nm2 of the second MG 30. The second resolver 13 sends a signal indicating the detected rotational speed Nm2 to the ECU 200.

[0043] A vehicle wheel speed sensor 14 detects the rotational speed Nw of the drive wheels 80. The vehicle wheel speed sensor 14 sends a signal indicative of the detected rotational speed Nw to the ECU 200. The ECU 200 calculates a vehicle speed based on the received rotational speed Nw. The ECU 200 may calculate the vehicle speed based on the rotational speed Nm2 of the second MG 30 instead of the rotational speed Nw.

[0044] The electric power conversion device 78 converts AC electric power supplied from an external electric power supply 302 into DC electric power to charge the storage battery 70. In addition, the electric power conversion device 78 supplies the DC electric power of the storage battery 70 or the electric power generated by the engine 10 and the first MG 20 to the outside of the vehicle. The first MG 20 generates AC electric power when the engine 10 drives the first MG 20. The PCU 60 converts this AC electric power into DC electric power. The electric power conversion device 78 converts the DC electric power from the PCU 60 into AC electric power.The electrical power conversion device 78 may, for example, be implemented by a single device capable of bidirectional DC-AC electrical power conversion. Alternatively, the electrical power conversion device 78 may be implemented by combining an electrical power supply device for DC-AC conversion with a charging device for AC-DC conversion.

[0045] An electric power cable 300 connects a power outlet 84 of the vehicle 1 to the external electric power supply 302. The electric power cable 300 has a connector (plug) 310 that connects to the power outlet 84. Electric power is supplied from the external electric power supply 302 to the electric power conversion device 78 via the electric power cable 300. The DC electric power of the storage battery 70 or the electric power generated by the engine 10 and the first MG 20 is supplied to the outside via the electric power conversion device 78 and the electric power cable 300.

[0046] The ECU 200 generates the control signal S1 for controlling the engine 10 and outputs the generated control signal S1 to the engine 10. In addition, the ECU 200 generates the control signal S2 for controlling the PCU 60 and outputs the generated control signal S2 to the PCU 60. In addition, the ECU 200 generates a control signal S3 for controlling the electric power conversion device 78 and outputs the generated control signal S3 to the electric power conversion device 78.

[0047] The vehicle 1 is also provided with a manually operated ignition switch (IG switch) 90. The ignition switch 90 supplies the ECU 200 with a start request and a stop request for the entire system of the vehicle 1. Positions in which the ignition switch 90 is operated include an IG OFF position, an IG ON position, and a start position. The IG OFF position is a position for placing the system in a stopped state (standby OFF state). The IG ON position is a position for placing the system in a powered state (IG ON state). The start position is a position for placing the system in a start state (standby ON state). The ignition switch 90 generates a signal IG for indicating the respective states of the system and sends the generated signal IG to the ECU 200.

[0048] The vehicle 1 is further provided with a manually operated parking switch 91. The parking switch 91 is a switch for selecting a parking position among a plurality of shift positions. When the parking switch 91 is operated, the parking switch 91 sends a signal PRK to the ECU 200. The parking switch 91 may also be, for example, a push switch, a lever switch, a rotary switch, or the like. The plurality of shift positions include a neutral position, a forward drive position, and a reverse drive position in addition to the parking position. The shift positions other than the parking positions are selected by a shift lever 92. The shift lever 92 sends a signal indicating the selected shift positions to the ECU 200. The parking position may be selectable by the shift lever 92 instead of the parking switch 91.

[0049] In a case where the PRK signal is received from the parking switch 91 and the shift position is a non-parking position, the ECU 200 switches the shift position from the non-parking position to the parking position. In this case, a parking lock device 93, controlled by the control device ECU, fixes the drive shaft 16 so that the drive shaft 16 does not move. Accordingly, movement of the vehicle 1 is limited.

[0050] According to the Fig. In the configuration illustrated in Figure 1, a power transmission path exists between the engine 10 and the drive shaft 16. Additionally, a power transmission path also exists between the second MG 30 and the drive shaft 16. The first MG 20 is configured to generate electric power by using at least a portion of the power generated by the engine 10. In other words, the engine 10 is used both to drive the vehicle 1 and to drive the first MG 20.

[0051] The ECU 200 controls the entire hybrid system by controlling the engine 10, the PCU 60, and the like, so that the vehicle 1 can operate at maximum efficiency. In other words, the ECU 200 controls the charging and discharging of the storage battery 70 and the operation of the engine 10, the first MG 20, and the second MG 30.

[0052] The ECU 200 calculates a driving force request according to the accelerator pedal depression amount AP. The ECU 200 controls the torques of the first MG 20 and the second MG 30 and the output power of the engine 10 according to the calculated driving force request.

[0053] When the efficiency of the engine 10 is low, such as when the vehicle 1 is started or when the vehicle 1 is traveling at low speed, the vehicle 1 stops the engine 10 and travels using only the second MG 30. During normal travel of the vehicle 1, for example, the power of the engine 10 is divided into power for the two paths by the power split device 40. The drive wheels 80 are directly driven by one of the powers. The first MG 20 is driven by the other power, generating electric power. In this case, the ECU 200 drives the second MG 30 using the generated electric power. In this way, the second MG 30 assists in driving the drive wheels 80.

[0054] When the vehicle 1 decelerates, the second MG 30, driven by the drive wheels 80, functions as a generator, thereby performing regenerative braking. The electric power recovered through regenerative braking is stored in the storage battery 70. In a case where the storage battery 70 needs to be charged due to a reduction in the state of charge (SOC) of the storage battery 70, the ECU 200 increases the output of the engine 10 to increase the amount of electric power generated by the first MG 20. In this way, the SOC of the storage battery 70 is increased.

[0055] Even while the vehicle 1 is traveling at low speed, the ECU 200 can perform control to increase the driving force of the engine 10 as needed. For example, the ECU 200 can increase the driving force of the engine 10 when the storage battery 70 needs to be charged, when the auxiliary devices such as the air conditioner 65 need to be driven, or when the coolant temperature of the engine 10 is raised to a predetermined temperature.

[0056] The electric power stored in the storage battery 70 is used in a case where the air conditioner 65 is operated while the vehicle 1 is stopped, and in a case where no electric power is supplied to the vehicle 1 from the outside. In a case where the storage battery 70 needs to be charged, the ECU 200 operates the engine 10. The engine 10 drives the first MG 20, and the first MG 20 generates electric power. The electric power generated by the first MG 20 is supplied by the PCU 60 to the air conditioner 65 via the storage battery 70, or to the storage battery 70 and the air conditioner 65. Accordingly, not only can the operation of the air conditioner 65 be continuous, but also the storage battery 70 can be charged.

[0057] Fig. Fig. 4 is a schematic diagram illustrating a configuration example for charging and supplying electric power to the vehicle 1 according to the first embodiment of the invention. Fig. 4, the electrical power cable 300 includes the connector (plug) 310, an electrical power line 304, a charging circuit interrupt device (CCID) 306, and a plug 308. The connector 310 is located at one end of the electrical power line 304. The plug 308 is located at the other end of the electrical power line 304. The CCID 306 is located in the middle of the electrical power line 304.

[0058] The connector 310 is connected to the socket 84 of the vehicle 1. In a case where the storage battery 70 of the vehicle 1 is charged, the plug 308 is connected to the external electrical power supply 302. In Fig. 4, the external electrical power supply 302 is illustrated as a power outlet located in a house 800.

[0059] The CCID 306 acts as a circuit for switching between the supply of electric power from the external electric power supply 302 to the vehicle 1 and interrupting the supply. The operation of the CCID 306 is in accordance with standards defined, for example, by the Society of Automotive Engineers (SAE) of the United States of America, the Japan Electric Vehicle Association, or the like.

[0060] Switches 312 and 314 are arranged in the connector 310. The switches 312 and 314 are operated by a user. The switch 312 is provided, for example, with a mechanism for removing the connector 310 from the socket 84. Various types of controls, such as the interruption of electrical power supply by the CCID, can be carried out in conjunction with the operation of the switch 312. In a case where, for example, the connector 310 is connected to the socket 84, as shown in Fig. As illustrated in Figure 4, a signal CNT is sent from the connector 310 to the ECU 200 via the socket 84. The signal CNT is a signal indicating the connection between the connector 310 and the socket 84.

[0061] The switch 314 is a switch for switching between charging (the storage battery 70) of the vehicle 1 and the external electric power supply (supplying electric power to the outside). When charging is selected by the switch 314, the electric power cable 300 sends the electric power from the external electric power supply 302 to the vehicle 1. When external electric power supply is selected by the switch 314, the vehicle 1 performs the external electric power supply. Specifically, the first MG 20 is driven by the engine 10, and electric power is generated. The electric power generated by the first MG 20 is supplied to the outside of the vehicle 1 via the electric power cable 300. A connector 301 can send a signal SW corresponding to the operation of the switch 314 to the ECU 200 of the vehicle 1.For example, in a case where charging is selected, the signal SW has a low level (Low). In a case where external electric power supply is selected, the signal SW has a high level (High). In response to the signals CNT and SW from the electric power cable 300, the ECU 200 sends the control signal S3 for controlling the electric power conversion device 78 to the electric power conversion device 78. The configuration of the electric power cable, the shape of the connector, and the like are not particularly limited.

[0062] During an electrical power failure, for example, the plug 308 is connected to a socket in the housing 800 and the vehicle 1 supplies electrical power. In this way, electrical power can be supplied from the vehicle 1 to an electrical device in the house 800. In addition, according to Fig. 4, the connector 300 of the electrical power cable 300 and an electrical power supply connector 710 of an electrical device 700 are electrically connected to each other via an adapter 720. In this way, electrical power can be supplied from the vehicle 1 to individual electrical devices.

[0063] The purpose of the external electric power supply is not particularly limited. A concept is being investigated in which electric power from the vehicle can be supplied to electrical devices generally outside the vehicle by using the vehicle as an electric power supply source, as described in Fig. 4. For example, the vehicle 1 can be used as an emergency electrical power supply in the event of a disaster such as an earthquake.

[0064] The engine 10 can be operated while the vehicle 1 is receiving external electric power. Movement of the vehicle 1 during the electric power supply using the power generated by the engine 10 must be prevented. Accordingly, according to this embodiment, the external electric power supply is permitted in a case where the parking switch is operating.

[0065] Fig. 5 shows a functional block diagram of the ECU 200, which in Fig. 1. The Fig. The functional block illustrated in Figure 5 can be implemented using hardware and / or software. According to Fig. 5, the ECU 200 includes an electric power control unit 201, an engine control unit 202, and an operation mode setting unit 203.

[0066] The engine control unit 202 receives output signals from various sensors related to the engine 10 (air-fuel ratio sensor 113A, air flow meter 112B, knock sensor 144, and the like). At least the air-fuel ratio sensor 113A, the air flow meter 112B, and the knock sensor 144 among the various sensors related to the engine 10 generate signals required to control the operation of the engine 10. More specifically, the air-fuel ratio sensor 113A, the air flow meter 112B, and the knock sensor 144 detect a physical quantity required to actuate an actuator (not shown) of the engine 10 and output a signal indicative of the detected physical quantity to the engine control unit 202. The machine control unit 202 generates the control signal S1 for controlling the machine 10 based on the output signals from the various sensors.The machine control unit 202 outputs the generated control signal S1 to the machine 10.

[0067] The mode setting unit 203 enables transition of the current state to a travel generation mode or an external supply mode. The travel generation mode is a mode in which electric power is generated in the first MG 20 by the engine 10 while the vehicle 1 is traveling (corresponding to a second mode). The external supply mode is a mode in which electric power is supplied to the outside of the vehicle 1 while the vehicle 1 is parked. According to this embodiment, the external supply mode includes only a first external supply mode. The first external supply mode is a mode in which electric power is generated in the first MG 20 by the engine 10 while the vehicle 1 is parked, and the generated electric power is supplied to the outside (corresponding to a first mode).A case where the external supply mode includes the external supply mode and a second external supply mode is described in a second embodiment and subsequent embodiments.

[0068] "Vehicle parking" in this specification is a state in which the parking position is selected as the shift position. In this state, the drive to the drive wheels 16 is prohibited by the operation of the parking switch 91. Accordingly, no driving force is generated for the vehicle. "Vehicle stopping" is a state in which a position other than the parking position is selected as the shift position, and the vehicle is stopped by a brake. "Vehicle driving" is a state in which a position other than the parking position is selected as the shift position. "Vehicle driving" includes "vehicle stopping."

[0069] The electric power control unit 201 receives output signals from various sensors for detecting the state of the storage battery 70 (voltage sensor 160 and the like). The electric power control unit 201 generates, for example, the control signal S2 for controlling the charging or discharging of the storage battery 70 based on the output signals from the sensors and sends the generated control signal S2 to the PCU 60.

[0070] In the external supply mode and the travel generation mode, the electric power control unit 201 generates the control signal S2 for controlling the boost converter 62 and sends the generated control signal S2 to the PCU 60.

[0071] The electric power control unit 201 allows the system voltage VH in the first external supply mode to be lower than the system voltage VH that the first MG 20 sets when the electric power equal to the electric power in the external supply mode is supplied (provided) in the travel generation mode.

[0072] More specifically, in the travel generation mode, the electric power control unit 201 performs a voltage boosting operation through the boost converter 62 regardless of the electric power that needs to be generated by the first MG 20.

[0073] In the first external supply mode, the electric power control unit 201 stops the voltage boosting operation by the boost converter 62 in a case where the electric power to be generated by the first MG 20 is equal to or less than a predetermined value A.

[0074] In the first external supply mode, the electric power control unit 201 executes the voltage boosting operation of the boost converter 62 in a case where the electric power to be generated by the first MG 20 exceeds the predetermined value A. In a case where the system voltage VH set by the voltage boosting operation in the first external supply mode is limited by an upper limit value Vp of the voltage boost by the boost converter 62, the electric power control unit 201 allows the system voltage VH to become lower than the system voltage VH set by the voltage boosting operation of the boost converter 62 when the first MG 20 supplies the electric power equal to the electric power in the first external supply mode in the travel generation mode.

[0075] Fig. 6 is a diagram illustrating a voltage boost control according to the first embodiment of the invention.

[0076] The horizontal axis in Fig. 6 shows the electrical power P generated by the first MG 20. The vertical axis in Fig. 6 shows the system voltage VH.

[0077] The electric power P-VH characteristic curve PR1 represents the system voltage VH required for the first MG 20 to generate the electric power P. According to the characteristic curve PR1, the system voltage VH required to generate the electric power P is the voltage Vbat of the storage battery 20 (for example, 200 V), and a voltage boost by the boost converter 62 is not required when the electric power P is equal to or less than A (kW). If the electric power exceeds PA (kW), the system voltage VH required to generate the electric power P exceeds the voltage Vbat of the storage battery 70, so a voltage boost by the boost converter 62 is required. In the first external supply mode, there is no need to ensure torque response, so the system voltage VH is set with respect to the electric power P according to the characteristic curve PR1.

[0078] In the drive generation mode, a torque response must be ensured, which is why the system voltage VH must be set to a voltage that exceeds the voltage determined by the characteristic curve PR1.

[0079] The electric power P-VH characteristic curve PR2 represents the system voltage VH required for the first MG 20 to generate electric power P in a state where the vehicle is stopped by the brake due to a red light or the like, and the first MG 20 generates electric power in the cruise generation mode. In this state, the system voltage VH is adjusted with respect to the electric power P according to the characteristic curve PR2.

[0080] This state is a state in which the electric power generated by the first MG 20 is not sent to the second MG 30 and is not used for driving the vehicle, and the amount of electric power generated in the second MG 30 is zero or close to zero. Accordingly, all or most of the system voltage VH is determined by the electric power generation state of the first MG 20. In the drive generation mode, when the vehicle is actually traveling forward or backward, not only the first MG 20 is operated, but also the second MG 30 is operated using the electric power generated by the first MG 20 or the electric power from the storage battery 70. Accordingly, the system voltage VH must be set to a voltage equal to or greater than the voltage determined by the characteristic curve PR2.

[0081] Accordingly, in the travel generation mode, the system voltage VH is set to a voltage determined by the characteristic curve PR2 (during stopping) or to a voltage equal to or greater than the voltage determined by the characteristic curve PR2 (during forward movement or reverse movement).

[0082] In a case where the electric power demand exceeds PA, with respect to the same electric power demand P, within a range limited by the upper limit value Vp of the voltage boost by the boost converter 62 (for example, 650 V), the system voltage VH represented by the characteristic curve PR1 is smaller than the system voltage VH represented by the characteristic curve PR2.

[0083] Fig. 7 shows a flowchart illustrating processing for transitioning the vehicle to the external supply mode according to the first embodiment. The processing illustrated in this flowchart is called, for example, from a main routine every predetermined period and is executed by the ECU 200 (for example, the mode setting unit 203). According to this embodiment, the external supply mode includes only the first external supply mode, so transitioning to the external supply mode also means transitioning to the first external supply mode.

[0084] According to Fig. 1, Fig. 4 and Fig. 7, in step ST1, the ECU 200 determines whether the entire system of the vehicle 1 is in the IG-ON state based on the signal IG. If it is determined that the system is in the IG-ON state (YES in step ST1), the processing proceeds to step ST2. If it is determined that the system is in a state other than the IG-ON state (NO in step ST1), the entire processing returns to the main routine.

[0085] In step ST2, the ECU 200 determines whether the parking position is selected or not based on the signal PRK. When the engine 10 is operated during external electric power supply, a movement of the vehicle 1 needs to be regulated. In a case where it is determined that the parking position is selected (YES in step ST2), the processing proceeds to step ST3. In a case where it is determined that the parking position is not selected (NO in step ST2), the entire processing returns to the main routine.

[0086] In step ST3, the ECU 200 determines whether the connector 310 of the electric power cable 300 is connected to the receptacle 84 of the vehicle 1 based on the signal CNT. If it is determined that the connector 310 is connected to the receptacle 84 (YES in step ST3), the processing proceeds to step ST4. If it is determined that the connector 310 is not connected to the receptacle 84 (NO in step ST3), the entire processing returns to the main routine.

[0087] In step ST4, the ECU 200 determines whether the switch 314 of the connector 310 is turned on or off based on the signal SW. "The switch 314 is turned on" means that the external electric power supply is selected by the switch 314. In a case where it is determined that the switch 314 is turned on (YES in step ST4), the processing proceeds to step ST5. In a case where it is determined that the switch 314 is turned off (NO in step ST4), the entire processing returns to the main routine. "The switch 314 is turned off" means that charging of the vehicle 1 is selected by the switch 314.

[0088] In step ST5, the ECU 200 enables the vehicle 1 to transition to the external supply mode. When the processing of step ST5 is completed, the entire processing returns to the main routine. The processing from step ST1 to step ST5 is processing for detecting whether the state of the vehicle 1 is a state that permits electric power generation or not. The state that permits electric power generation means a state in which the state of the vehicle 1 is a parking state and the first MG 20 can generate electric power by driving the engine 10. In the case of external electric power supply, the system of the vehicle 1 is in a powered state and the vehicle 1 is in a parking state.The state allowing electric power generation is detected in a case where the connector 310 of the electric power cable 300 is connected to the power outlet of the vehicle 1 and external electric power supply is selected. In this case, the transition of the vehicle 1 to the external supply mode is performed.

[0089] Fig. Figure 8 is a flowchart illustrating processing for transitioning the vehicle to the cruise generation mode according to the first embodiment of the invention. The processing illustrated in this flowchart is called, for example, from a main routine every predetermined period and is executed by the ECU 200 (for example, by the mode setting unit 203).

[0090] According to Fig. 1 and Fig. 8, in step ST41, the ECU 200 determines whether the entire system of the vehicle 1 is in the IG-ON state or not based on the signal IG. If it is determined that the system is in the IG-ON state (YES in step ST41), the processing proceeds to step ST42. If it is determined that the system is in any other state (NO in step ST41), the entire processing returns to the main routine.

[0091] In step ST42, the ECU 200 determines whether a shift position other than the parking position is selected based on the PRK signal. If it is determined that a position other than the parking position is selected (YES in step ST42), the processing returns to step ST42. If it is determined that the parking position is selected (NO in step ST42), the entire processing returns to the main routine.

[0092] In step ST43, the ECU 200 determines whether electric power generation is necessary in the first MG20. Examples of a case where electric power generation is necessary in the first MG20 include a case where the storage battery 70 needs to be charged, a case where electric power is supplied to the second MG30 so that the second MG30 assists in driving the drive wheels 80, and a case where electric power is supplied to the air conditioner 65.

[0093] In a case where it is determined that electric power generation in the first MG 20 is necessary (YES in step ST43), the processing proceeds to step ST44. In a case where it is determined that electric power generation in the first MG 20 is not necessary (NO in step ST43), the entire processing returns to the main routine.

[0094] In step ST44, the ECU 200 permits the vehicle 1 to transition to the travel generation mode. In other words, the vehicle 1 transitions to a mode in which the first MG 20 generates electric power using the power of the engine 20 split by the power split device 40.

[0095] Fig. Figure 9 shows a flowchart illustrating the voltage boost control of the boost converter 62 according to the first embodiment of the invention. The processing illustrated in this flowchart is called, for example, from a main routine every predetermined period and is executed by the ECU 200.

[0096] According to the Fig. 1 and Fig. 9, the EUC 200 determines in step ST11 whether the current state of the vehicle 1 is the external supply mode or not. For example, the ECU 200 stores information indicating the execution of the Fig. 7. Based on this information, it is determined whether the current state of the vehicle 1 is the external supply mode or not. Alternatively, the ECU 200 may detect that the vehicle 1 is actually performing the external electric power supply.

[0097] In a case where it is determined that the current state is the external supply mode (YES in step ST11), the processing proceeds to step ST14. In a case where it is determined that the current state of the vehicle 1 deviates from the external supply mode (NO in step ST11), the ECU 200 determines in step ST12 whether the current state of the vehicle 1 is the travel generation mode. For example, the ECU 200 stores information indicating the execution of the Fig. 8. Based on this information, it is determined whether the current state of the vehicle 1 is the trip generation mode or not.

[0098] In a case where it is determined that the current state is the travel generation mode (YES in step ST12), the processing proceeds to step ST13. In a case where it is determined that the current state of the vehicle 1 deviates from the travel generation mode (NO in step ST12), the entire processing returns to the main routine.

[0099] In step ST13, the ECU 200 generates the signal S2 for the system voltage VH such that it becomes a voltage equal to or greater than the voltage represented by the electric power VH characteristic PR2 shown in Fig. 6, and sends the generated signal S2 to the boost converter 62. In other words, in the travel generation mode, the boost converter 62 performs the voltage boosting operation regardless of the electric power to be generated by the first MG 20.

[0100] In step ST14, the ECU 200 determines whether the electric power to be generated by the first MG 20 requested from the outside is equal to or less than the electric power A that can be generated without voltage increase of the first MG 20.

[0101] In a case where it is determined that the electric power is equal to or less than the electric power A (YES in step ST14), the processing proceeds to step ST16.

[0102] In step ST16, the ECU 200 generates the signal S2 for stopping the voltage boost operation in the boost converter 62 and sends the generated signal S2 to the boost converter 62.

[0103] In a case where it is determined that the electric power P exceeds the electric power A (NO in step ST14), the processing proceeds to step ST15.

[0104] In step ST15, the ECU 200 generates the signal S2 for the system voltage VH such that it becomes the voltage determined by the Fig. 6, and sends the generated signal S2 to the boost converter 62.

[0105] According to the above-described embodiment, the voltage boosting operation by the boost converter is stopped in a case where electric power generation can be performed without voltage boosting of the first MG, considering that, unlike the cruise generation mode, there is no need to increase the torque response in the external supply mode. Accordingly, an electrical loss attributable to the voltage boost can be reduced. [Second embodiment]

[0106] According to the first embodiment, the external supply mode includes only the first external supply mode.

[0107] However, according to this embodiment, the external supply mode includes the first external supply mode and a second external supply mode. As described in the first embodiment, the first external supply mode is a mode in which electric power is generated in the first MG 20 by the engine 10 while the vehicle 1 is parked, and the generated electric power is supplied to the outside (corresponding to the first mode). The second external supply mode is a mode in which the electric power of the storage battery 70 is supplied to the outside while the vehicle is parked, and the first MG 20 does not generate electric power.Also to be described in this embodiment is a variation of the electric power to be generated by the first MG 20 depending on whether the storage battery 70 is to be charged, the storage battery 70 is to be discharged, or the charge amount of the storage battery 70 is to be maintained in the first external supply mode.

[0108] Fig. 10 shows a flowchart illustrating voltage boost control of the boost converter 62 according to the second embodiment of the invention. The processing illustrated in this flowchart is called, for example, from a main routine every predetermined period of time and is executed by the ECU 200.

[0109] According to the Fig. 1 and Fig. 10, if it is determined that the current state is the external supply mode (YES in step ST20), the processing proceeds to step ST23. If it is determined that the current state of the vehicle 1 is different from the external supply mode (NO in step ST20), the ECU 200 determines whether the current state of the vehicle 1 is the travel generation mode or not in step ST21.

[0110] In a case where it is determined that the current state is the travel generation mode (YES in step ST21), the processing proceeds to step ST22.

[0111] In a case where it is determined that the current state of the vehicle 1 deviates from the travel generation mode (NO in step ST21), the entire processing returns to the main routine.

[0112] In step ST22, the ECU 200 generates the signal S2 such that the system voltage VH becomes a voltage equal to or greater than the voltage determined by the Fig. 6, and sends the generated signal S2 to the boost converter 62. In other words, in the travel generation mode, the boost converter 62 performs the voltage boosting operation regardless of the electric power to be generated by the first MG 20.

[0113] In step ST23, the ECU 200 acquires information regarding an externally requested electric power P1.

[0114] Thereafter, in step ST24, the ECU 200 determines based on the Fig. 3, whether the storage battery 70 is discharged, whether the storage battery 70 should be charged, or whether the current state should be maintained with respect to the current SOC. In a case where it is determined that the storage battery 70 should be discharged (YES in step ST25), the processing proceeds to step ST26.

[0115] In step ST26, the ECU 200 specifies an electric power supply (discharge amount) P2 from the storage battery 70 based on the characteristic CC shown in Fig. 3 is illustrated.

[0116] Thereafter, in step ST27, the ECU 200 compares the requested electric power P1 with the discharge amount P2.

[0117] In a case where it is determined that the requested electric power P1 is equal to or less than the discharge amount P2 (YES in step ST27), the processing proceeds to step ST28. In a case where it is determined that the requested electric power P1 exceeds the discharge amount P2 (NO in step ST27), the processing proceeds to step ST31.

[0118] In step ST28, the ECU 200 allows the vehicle 1 to transition to the second external supply mode.

[0119] Thereafter, in step ST29, the ECU 200 generates the signal S2 for stopping the voltage boost operation in the boost converter 62 and sends the generated signal S2 to the boost converter 62.

[0120] Thereafter, in step ST30, the ECU 200 generates the signal S1 for stopping the engine 10 and sends the generated signal S1 to the engine 10.

[0121] In step ST31, the ECU 200 subtracts the discharge amount P2 from the requested electric power P1, so that the subtracted electric power is the electric power P that should be generated by the first MG 20.

[0122] Thereafter, in step ST32, the EUC 200 allows the vehicle 1 to transition to the first external supply mode.

[0123] Thereafter, in step ST33, the ECU 200 determines whether the electric power P that should be generated by the first MG 20 is equal to or less than the electric power A that the first MG 20 can generate without voltage boost.

[0124] In a case where it is determined that the electric power P is equal to or less than the electric power A (YES in step ST33), the processing proceeds to step ST34.

[0125] In step ST34, the ECU 200 generates the signal S2 for stopping the voltage boost operation in the boost converter 62 and sends the generated signal S2 to the boost converter 62.

[0126] In a case where it is determined that the electric power P exceeds the electric power A (NO in step ST33), the processing goes to step ST35.

[0127] In step ST35, the ECU 200 generates the signal S2 such that the system voltage VH becomes a voltage determined by the electric power VH characteristic PR1 according to Fig. 6, and sends the generated signal S2 to the boost converter 62.

[0128] If NO in step ST25, that is, if it is determined that the storage battery 70 should be charged and it is determined that the storage battery 70 should not be discharged (YES in step ST36), the processing proceeds to step ST37. If it is determined that the storage battery 70 should be charged (NO in step ST36), the processing proceeds to step ST39.

[0129] In step ST37, the EUC 200 specifies an electric power supply (charge amount) P3 for the storage battery 70.

[0130] Thereafter, in step ST38, the ECU 200 adds the requested electric power P1 to the charging amount P3 such that the total electric power is the electric power P that should be generated by the first MG 20.

[0131] Thereafter, in step ST32, the ECU 200 allows the vehicle to transition to the first external supply mode.

[0132] Thereafter, in step ST33, the ECU 200 determines whether the electric power P that should be generated by the first MG 20 is equal to or less than the electric power A that the first MG 20 can generate without voltage boost.

[0133] In a case where it is determined that the electric power P is equal to or less than the electric power A (YES in step ST33), the processing proceeds to step ST34.

[0134] In step ST34, the ECU 200 generates the signal S2 for stopping the voltage boost operation in the boost converter 62 and sends the generated signal S2 to the boost converter 62.

[0135] In a case where it is determined that the electric power P exceeds the electric power A (NO in step ST33), the processing proceeds to step ST35.

[0136] In step ST35, the ECU 200 generates the signal S2 such that the system voltage VH becomes a voltage determined by the electric power VH characteristic PR1 according to Fig. 6, and sends the generated signal S2 to the boost converter 62.

[0137] In step ST39, the ECU 200 allows the requested electric power P1 to be the electric power P that should be generated by the first MG 20.

[0138] Thereafter, in step ST32, the ECU 200 allows the vehicle 1 to transition to the first external supply mode.

[0139] Thereafter, in step ST33, the ECU 200 determines whether the electric power P that should be generated by the first MG 20 is equal to or less than the electric power A that the first MG 20 can generate without voltage boost.

[0140] In a case where it is determined that the electric power P is equal to or less than the electric power A (YES in step ST33), the processing proceeds to step ST34.

[0141] In step ST34, the ECU 200 generates the signal S2 for stopping the voltage boost operation in the boost converter 62 and sends the generated signal S2 to the boost converter 62.

[0142] In a case where it is determined that the electric power P exceeds the electric power A (NO in step ST33), the processing proceeds to step ST35.

[0143] In step ST35, the ECU 200 generates the signal S2 such that the system voltage VH becomes the voltage determined by the Fig. 6, and sends the generated signal S2 to the boost converter 62.

[0144] According to this embodiment described above, the voltage boosting operation by the boost converter is stopped in a case where the first MG can generate electric power without voltage boosting, as is the case according to the first embodiment. Accordingly, an electric loss attributable to the voltage boost can be reduced. In addition, according to this embodiment, the voltage boosting operation by the boost converter is stopped in a case where electric power can be supplied to the outside only from the storage battery in the external supply mode. Accordingly, an electric loss attributable to the voltage boost can be further reduced. [Third embodiment]

[0145] The control of the boost converter 62 in the external supply mode described in the first and second embodiments can also be applied to a case where the vehicle is a series hybrid vehicle. In this embodiment, the case where the vehicle is a series hybrid vehicle is described.

[0146] Fig. 11 shows an overall block diagram of a vehicle according to a third embodiment of the invention.

[0147] Vehicle 151, which is in Fig. 11 is different from that shown in Fig. 1 represented vehicle 1 in the following aspects.

[0148] The power generated by the engine 10 is transmitted only to a first MG 220 and is not transmitted to the drive wheels 80 via the deceleration device 58.

[0149] Electric power generated by the first MG 220 is supplied to the second MG 30 through the PCU 60.

[0150] A second MG 230 functions as a drive motor. The second MG 230 supplies driving force to the drive wheels 80 by using the electric power stored in the storage battery 70 and / or the electric power generated by the first MG 220. In addition, the second MG 230 functions as a generator that generates electric power through regenerative braking. The electric power generated by the second MG 230 is supplied to the storage battery 70 through the PCU 60. The storage battery 70 is charged in this way.

[0151] In the external supply mode and the travel generation mode, the ECU 200 controls the voltage boosting operation of the boost converter 62 as in the first embodiment or the second embodiment.

[0152] According to this embodiment described above, electrical loss attributable to the voltage increase can be reduced as in the first embodiment or the second embodiment. [Fourth embodiment]

[0153] The control of the boost converter 62 in the external supply mode described in the first and second embodiments can also be applied to a case where the vehicle is a parallel hybrid vehicle (vehicle with a MG). In this embodiment, the case where the vehicle is a parallel hybrid vehicle is described.

[0154] Fig. 12 shows an overall block diagram of a vehicle according to a fourth embodiment of the invention.

[0155] Vehicle 152, which is in Fig. 12 is different from that shown in Fig. 1 illustrated vehicle 1 in the following aspects.

[0156] The power generated by the engine 10 is transmitted to the drive wheels 80 via a transmission 380 and the deceleration device 58. Additionally, an MG 320 is driven using the electric power from the storage battery 70. In this way, the vehicle is driven using the dual powers of the engine 10 and the MG 320. When the efficiency of the engine 10 is high, the vehicle is driven by the engine 10 alone.

[0157] The MG 320 functions as an electrical power generator. The MG 320 is driven in a regenerative mode by an inverter 364, and the generated regenerative electrical power is sent to the storage battery 70 through the inverter 364 and the boost converter 62.

[0158] The inverter 364 converts DC electrical power output from the boost converter 62 into AC electrical power and outputs the AC electrical power to the MG 320. In this way, the MG 320 is driven using electrical power stored in the storage battery 70. In addition, the inverter 364 converts AC electrical power generated by the MG 320 into DC electrical power and outputs the DC electrical power to the boost converter 62.

[0159] In the external supply mode and the travel generation mode, the ECU 200 controls the voltage boosting operation of the boost converter 62 as in the first embodiment or the second embodiment.

[0160] According to this embodiment described above, the electrical loss attributable to the voltage increase can be reduced as in the first embodiment or the second embodiment. [Fifth embodiment]

[0161] In the above-described embodiment, the voltage boost of the boost converter 62 is stopped in a case where the electric power that should be generated by the first MG 20 is equal to or less than the electric power A that can be generated by the first MG 20 at the voltage of the storage battery 70 in the external supply mode. However, the voltage boost of the boost converter 62 may also be stopped in a case where the electric power that should be generated by the first MG 20 is equal to or less than an electric power A' that is slightly smaller than the electric power A.

[0162] Fig. 13 is a diagram illustrating a voltage boost control according to a fifth embodiment of the invention.

[0163] The horizontal axis in Fig. 13 represents the electrical power P generated by the first MG 20. The vertical axis in Fig. 13 represents the system voltage VH.

[0164] The electrical power P-VH characteristic curve PR2 is similar to that in Fig. 6 illustrated.

[0165] The electric power P-VH characteristic curve PR3 represents the system voltage VH with respect to the electric power generation quantity of the first MG 20 in the external supply mode. In the external supply mode, the system voltage VH with respect to the electric power P is set according to the characteristic curve PR3.

[0166] According to this embodiment, when the electric power P is equal to or less than the electric power A', which is approximately less than A (the electric power that the first MG 20 can generate without voltage boost), the voltage boosted by the boost converter 62 is stopped, and the voltage of the storage battery 70 is set as the system voltage VH. In a case where the electric power P exceeds the electric power A', the voltage boosted by the boost converter 62 is set as the system voltage VH.

[0167] According to the first embodiment, the voltage boosting operation by the boost converter is stopped in a case where, in the external supply mode, the electric power P is equal to or less than A (the electric power that the first MG 20 can generate at the voltage of the storage battery 70). According to this fifth embodiment, the voltage boosting operation of the boost converter is stopped in a case where, in the external supply mode, the electric power P is equal to or less than A' ( <A) ist. Jedoch ist die Erfindung nicht darauf begrenzt-

[0168] In a case where there is no limitation on the range of electric power that the first MG 20 can generate without the voltage boosting operation by the boost converter 62, or in a case where the externally requested electric power is always within the range of electric power generation by the first MG 20 without the voltage boosting operation in the external supply mode, the voltage boosting operation by the boost converter 62 can be continuously stopped regardless of the electric power to be generated in the external supply mode. List of reference symbols 1, 151, 152 vehicle 10 machines 11 Machine speed sensor 12 first resolver 13 second resolver 14 Vehicle wheel speed sensor 16 Drive shaft 20, 220 first machine gun 30 second machine gun 40 Power distribution device 58 Slowdown device 60 PCU 62 boost converters 64, 364 inverters 65 Air conditioning 70 storage battery 78 Electrical power conversion device 80 drive wheel 82 Axis 84 socket 86, 380 gearbox 90 ignition switch 91 parking switch 92 gear levers 93 Parking locking device 102 cylinders 104 Fuel injection device 105 Ignition device 106 Water temperature sensor 112 Inlet channel 112A Air purification device 112B Air flow measuring device 112C Intake Air Temperature Sensor 112D electronic throttle valve 113 Exhaust duct 113A Air-fuel ratio sensor 113B three-way catalyst 113C catalyst temperature sensor 113D damper 144 knock sensor 156 Temperature sensor 158 Current sensor 160 voltage sensor 162 Accelerator pedal position sensor 200 ECU 201 electrical power control unit 202 Machine control unit 203 Operating mode setting unit 300 electrical power cable 301, 308 connector 302 external electrical power supply 304 electrical power line 310 connectors 320 mg 700 electrical devices 710 electrical power supply plug 720 adapter 800 House C1, C2 capacitor Q1, Q2 power transistor D1, D2 diode L choke coil

Claims

[1] Vehicle (1; 151; 152) with an electrical power generator (20; 220; 230; 320), an electrical power storage device (70), an internal combustion engine (10) configured to drive the vehicle (1; 151; 152) and to drive the electric power generator (20; 220; 230; 320), an electrical circuit (78) configured to output electrical power generated by the electrical power generator (20; 220; 230; 320) or electrical power output from the electrical power storage device (70) to the outside of the vehicle (1; 151; 152), a drive circuit (64; 364) which drives the electrical power generator (20; 220; 230; 320), a voltage conversion device (62) arranged between the electrical power storage device (70) and the electrical power generator (20; 220; 230; 320), and an electronic control unit (200) configured to place the vehicle (1; 151; 152) in a first operating mode or a second operating mode, wherein the first operating mode is an operating mode in which electric power is generated in the electric power generator (20; 220; 230; 320) by the internal combustion engine (10) during parking of the vehicle (1; 151; 152) and the generated electric power is supplied to the outside of the vehicle (1; 151; 152), and the second operating mode is an operating mode in which electric power is generated in the electric power generator (20; 220; 230; 320) by the internal combustion engine (10) during travel of the vehicle (1; 151; 152), and the electronic control unit (200) is configured to control the operation of the voltage conversion device (62) in the first operating mode limit, wherein the electronic control unit (200) is configured to set a first voltage to be lower than a second voltage, wherein the first voltage is a voltage of a drive circuit side of the voltage conversion device (62) in the first mode, and the second voltage is a voltage of the drive circuit side of the voltage conversion device (62) in the second mode when the electric power generator (20; 220; 230; 320) supplies the electric power equal to an electric power in the first mode, characterized by , that the electronic control unit (200) is configured to perform a voltage boosting operation by the voltage conversion device (62) in the second mode regardless of the electric power to be generated by the electric power generator (20; 220; 230; 320), and the electronic control unit (200) is configured to stop the voltage boosting operation by the voltage conversion device (62) in the first operation mode in a case where the electric power to be generated by the electric power generator (20; 220; 230; 320) is equal to or less than a predetermined value, wherein the electronic control unit (200) is configured to perform the voltage boosting operation by the voltage conversion device (62) in a case where the electric power to be generated by the electric power generator (20; 220; 230; 320) exceeds the predetermined value in the first operation mode, and wherein the electronic control unit (200) is configured, in a case where a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation in the first operation mode is lower than an upper limit of the voltage boost by the voltage conversion device (62), to set a third voltage to be lower than a fourth voltage, wherein the third voltage is a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation in the first mode, and the fourth voltage is a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation of the voltage conversion device (62) in the second mode when the electric power generator (20; 220; 230; 320) supplies the electric power equal to the electric power in the first mode. [2] The vehicle (1; 151; 152) according to claim 1, wherein the electronic control unit (200) is configured to stop a voltage boosting operation by the voltage conversion device (62) in the first operation mode. [3] The vehicle (1; 151; 152) according to claim 1, wherein the electric power to be generated by the electric power generator (20; 220; 230; 320) is electric power obtained by subtracting a second electric power from a first electric power in a case where, in the first operation mode, the supply of the first electric power is requested from outside the vehicle (1; 151; 152) and the second electric power is supplied from the electric power storage device (70) to the outside. [4] The vehicle (1; 151; 152) according to claim 1, wherein the electric power to be generated by the electric power generator (20; 220; 230; 320) is electric power obtained by adding a first electric power to a second electric power in a case where, in the first operation mode, the supply of the first electric power is requested from outside the vehicle (1; 151; 152) and the second electric power is supplied from the electric power generator (20; 220; 230; 320) to the electric power storage device (70). [5] The vehicle (1; 151; 152) according to claim 1, wherein the electric power to be generated by the electric power generator (20; 220; 230; 320) is a first electric power in a case where, in the first operation mode, the supply of the first electric power is requested from outside the vehicle (1; 151; 152), no electric power is supplied from the electric power storage device (70) to outside the vehicle (1; 151; 152), and no electric power is supplied from the electric power generator (20; 220; 230; 320) to the electric power storage device (70). [6] The vehicle (1; 151; 152) according to claim 1, wherein the predetermined value is an electric power that the electric power generator (20; 220; 230; 320) can generate without voltage increase. [7] A control device for a vehicle (1; 151; 152) comprising an electric power generator (20; 220; 230; 320), an electric power storage device (70), an internal combustion engine (10) configured to drive the vehicle (1; 151; 152) and drive the electric power generator (20; 220; 230; 320), an electric circuit (78) configured to output electric power generated by the electric power generator (20; 220; 230; 320) or electric power output from the electric power storage device (70) to the outside of the vehicle (1; 151; 152), a drive circuit (64; 364) configured to drive the electric power generator (20; 220; 230; 320), and a voltage conversion device (62) arranged between the electrical power storage device (70) and the electrical power generator (20; 220; 230; 320), where the control device an electronic control unit (200) configured to place the vehicle (1; 151; 152) in a first operating mode or a second operating mode, wherein the electronic control unit (200) is configured to limit the operation of the voltage conversion device (62) in the first operating mode, wherein the first operating mode is an operating mode in which electrical power is generated in the electrical power generator (20; 220; 230; 320) by the internal combustion engine (10) while the vehicle (1; 151; 152) is parked and the generated electrical power is supplied to the outside of the vehicle (1; 151; 152), and the second operating mode is an operating mode in which electrical power is generated in the electrical power generator (20; 220; 230; 320) by the internal combustion engine (10) while the vehicle (1; 151; 152) is generated, where the electronic control unit (200) is configured to set a first voltage such that it is lower than a second voltage, wherein the first voltage is a voltage of a drive circuit side of the voltage conversion device (62) in the first mode, and the second voltage is a voltage of the drive circuit side of the voltage conversion device (62) in the second mode when the electric power generator (20; 220; 230; 320) supplies the electric power equal to an electric power in the first mode, characterized by , that the electronic control unit (200) is configured to perform a voltage boosting operation by the voltage conversion device (62) in the second mode regardless of the electric power to be generated by the electric power generator (20; 220; 230; 320), and the electronic control unit (200) is configured to stop the voltage boosting operation by the voltage conversion device (62) in the first operation mode in a case where the electric power to be generated by the electric power generator (20; 220; 230; 320) is equal to or less than a predetermined value, wherein the electronic control unit (200) is configured to perform the voltage boosting operation by the voltage conversion device (62) in a case where the electric power to be generated by the electric power generator (20; 220; 230; 320) exceeds the predetermined value in the first operation mode, and wherein the electronic control unit (200) is configured, in a case where a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation in the first operation mode is lower than an upper limit of the voltage boost by the voltage conversion device (62), to set a third voltage to be lower than a fourth voltage, wherein the third voltage is a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation in the first mode, and the fourth voltage is a voltage set on the drive circuit side of the voltage conversion device (62) by the voltage boosting operation of the voltage conversion device (62) in the second mode when the electric power generator (20; 220; 230; 320) supplies the electric power equal to the electric power in the first mode.

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