Hybrid vehicle, control methods for hybrid vehicles, and control for hybrid vehicles

Abstract

Hybrid vehicle, characterized by the fact that it is equipped with: an internal combustion engine (2); a rotary electric machine (MG1) designed to generate electrical energy by utilizing the driving force of the internal combustion engine (2); an electrical storage unit (B) designed to be charged and discharged; an energy supply unit (300) designed to supply the electrical energy generated by the rotary electric machine (MG1) and / or the electrical energy stored in the electrical storage unit (B) to an electrical unit (400) outside the hybrid vehicle; and is equipped with a controller (50) which is designed to: (a) to perform a switching control to switch from a first electrical power supply to a second electrical power supply by starting the internal combustion engine (2), wherein the first electrical power supply is a supply of electrical energy from the electrical storage unit (B) to the electrical unit (400) and the second electrical power supply is a supply of electrical energy from the rotary electric machine (MG1) to the electrical unit (400), and (b) to control the power supply unit (300) and the internal combustion engine (2) during the switching control so that the internal combustion engine (2) and the second electrical power supply are started while the first electrical power supply continues.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention

[0001] The present invention relates to a hybrid vehicle, a control method for a hybrid vehicle, and a controller for a hybrid vehicle. More specifically, the present invention relates to a hybrid vehicle capable of supplying electrical power to an external electrical unit, a control method for the hybrid vehicle, and a controller for the hybrid vehicle. 2. Description of the state of the art

[0002] Japanese Patent Application Publication No. 2007-236023 (JP 2007-236023 A) discloses a hybrid vehicle capable of supplying electrical power to an external electrical unit. The hybrid vehicle, when connected to a power supply connector, selects, based on the remaining battery charge, whether to supply an external electrical unit with electrical power stored in a battery or to supply an external electrical unit with electrical power generated by utilizing the driving power of the internal combustion engine.

[0003] When supplying electric power generated by utilizing the driving force of the internal combustion engine to an off-board electrical unit, the internal combustion engine must be started to receive generated electric power. However, immediately after the internal combustion engine is started, sufficient electric power cannot be supplied to the off-board electrical unit due to a response delay in the engine speed. At this time, it is difficult to continuously supply electric power to the off-board electrical unit due to a shortage of electric power that can be supplied to the off-board electrical unit.

[0004] Furthermore, US 2011 / 0304139 A1 discloses a motor-driven energy generator for a (hybrid) vehicle having the features of the preamble of claim 1. SUMMARY OF THE INVENTION

[0005] It is therefore an object of the present invention to provide a hybrid vehicle that can continuously supply electric power to an electric unit outside the vehicle, a control method for the hybrid vehicle, and a controller for the hybrid vehicle.

[0006] In a first aspect of the present invention, a hybrid vehicle includes an internal combustion engine, a rotary electric machine, an electric storage unit, a power supply unit, and a controller. The rotary electric machine is configured to generate electric power by utilizing the driving force of the internal combustion engine. The electric storage unit is configured to be charged and discharged. The power supply unit is configured to supply the electric power generated by the rotary electric machine and / or the electric power stored in the electric storage unit to an electric unit external to the hybrid vehicle. The controller is configured to execute switching control to switch from a first electric power supply to a second electric power supply by controlling the internal combustion engine and / or the rotary electric machine.the internal combustion engine is started. The first electrical power supply is a supply of electrical energy from the electrical storage unit to the electrical unit. The second electrical power supply is a supply of electrical energy from the rotary electric machine to the electrical unit. The controller controls the power supply unit and the internal combustion engine during the switching control so that the internal combustion engine and the second electrical power supply are started while the first electrical power supply continues.The term “during switching control” refers to the period from the time when the internal combustion engine is started to the time when a state is reached in which the electric power that needs to be supplied to an electrical unit outside the vehicle can only be met by the generated electric power originating from the internal combustion engine.

[0007] According to this configuration, when the switching control is executed, the internal combustion engine is started, and the generated electric power derived from the driving force of the internal combustion engine is supplied to the electric unit. Since the supply of electric power from the electric storage unit to the electric unit is continued, the shortage of generated electric power due to a response delay of the driving force of the internal combustion engine can be compensated for by the stored electric power. Thus, electric power can be continuously supplied to the electric unit outside the vehicle.

[0008] In this aspect, the controller may control the power supply unit and the internal combustion engine during the switching control so that the first electric power supply is continued until a predetermined period of time has elapsed since the start of the internal combustion engine.

[0009] According to this configuration, electrical energy can be supplied to the electrical unit from the electrical storage unit only for a necessary period of time, which is determined in advance in view of the shortage of generated electrical energy at the start of the internal combustion engine. Thus, excessive discharge of the electrical storage unit can be prevented.

[0010] In this aspect, during the switching control, the controller may predict the shortage of generated electrical energy relative to the electrical energy that needs to be supplied to the electrical unit. Additionally, the controller may control the power supply unit and the internal combustion engine such that electrical energy is supplied from the electrical storage unit to the electrical unit in an amount equal to the predicted shortage.

[0011] According to this configuration, excessive supply of electrical energy from the electrical storage unit can be prevented. Consequently, the energy input and output of the electrical storage unit can be reduced, and the electrical efficiency can be improved.

[0012] In this aspect, the controller can predict the shortage of electric power based on a response delay of the driving force of the internal combustion engine when the internal combustion engine starts.

[0013] According to this configuration, the shortage of electric power can be accurately predicted considering a response delay of the driving force of the internal combustion engine.

[0014] In this aspect, the controller may control the power supply unit and the internal combustion engine so that the first electric power supply is carried out during the switching control and when the generated electric power corresponding to the driving force of the internal combustion engine or derived from the driving force of the internal combustion engine is insufficient with respect to the electric power that needs to be supplied to the electric unit.

[0015] According to this configuration, the individual characteristics of the internal combustion engine, changes in the internal combustion engine over time, or changes in the engine's output depending on the operating environment can be detected. Thus, the shortage of generated electrical energy can be precisely detected.

[0016] In another aspect of the present invention, a hybrid vehicle includes an internal combustion engine, a rotary electric machine, an electric storage unit, a power supply unit, and a controller. The rotary electric machine is configured to generate electrical energy by utilizing the driving force of the internal combustion engine. The electric storage unit is configured to be charged and discharged. The power supply unit supplies an electrical unit external to the hybrid vehicle with the electrical energy generated by the rotary electric machine and / or the electrical energy stored in the electric storage unit.A control method for the hybrid vehicle includes executing switching control by the controller to switch from a first electric power supply to a second electric power supply by starting the internal combustion engine, and controlling the power supply unit and the internal combustion engine by the controller so that the internal combustion engine and the second electric power supply are started while continuing the first electric power supply during the switching control. The first electric power supply is a supply of electric power from the electric storage unit to the electric unit. The second electric power supply is a supply of electric power from the rotary electric machine to the electric unit.

[0017] According to this configuration, when the switching control is executed, the internal combustion engine is started, and the generated electric power derived from the driving force of the internal combustion engine is supplied to the electric unit. Since the supply of electric power from the electric storage unit to the electric unit is continued, the shortage of generated electric power due to a response delay of the driving force of the internal combustion engine can be compensated for by the stored electric power. Thus, electric power can be continuously supplied to the electric unit outside the vehicle.

[0018] In another aspect of the present invention, a hybrid vehicle includes an internal combustion engine, a rotary electric machine, an electric storage unit, a power supply unit, and a controller. The rotary electric machine is configured to generate electric power by utilizing the driving force of the internal combustion engine. The electric storage unit is configured to be charged and discharged. The power supply unit is configured to supply electric power to an electric unit external to the hybrid vehicle via a first power supply path and / or a second power supply path. The first power supply path is a power supply path via which electric power stored in the electric storage unit is supplied to the electric unit.The second power supply path is a power supply path through which the generated electric power derived from the driving force of the internal combustion engine is supplied to the electric unit. The controller is configured to control the power supply unit and the internal combustion engine during the switching control in which the power supply unit is controlled to switch the power supply path from the first power supply path to the second power supply path, so that the internal combustion engine and the second electric power supply are started while / while electric power is supplied to the electric unit via the first power supply path and the second power supply path.The term “during switching control” refers to the period from the time the internal combustion engine is started to the time when a state is reached in which the electric power to be supplied to an electrical unit outside the vehicle is covered only by the generated electric power originating from the internal combustion engine.

[0019] In this aspect, the controller may control the power supply unit and the internal combustion engine during the switching control so that electric power is supplied to the electric unit via the first power supply path and the second power supply path until a predetermined period of time has elapsed since the start of the internal combustion engine, and the power supply path is switched from the first power supply path to the second power supply path when the predetermined period of time has elapsed.

[0020] In another aspect of the present invention, a controller for a hybrid vehicle includes an electronic control unit (ECU). The hybrid vehicle includes an internal combustion engine, a rotary electric machine, an electric storage unit, a power supply unit, and the controller. The rotary electric machine is configured to generate electric power by utilizing the driving force of the internal combustion engine. The electric storage unit is configured to be charged and discharged. The power supply unit is configured to supply electric power to an electric unit external to the hybrid vehicle via a first power supply path and / or a second power supply path. The first power supply path is a power supply path through which electric power stored in the electric storage unit is supplied to the electric unit.The second power supply path is a power supply path through which the generated electric power derived from the driving force of the internal combustion engine is supplied to the electric unit. The ECU is configured to control the power supply unit and the internal combustion engine during switching control, in which the power supply unit is controlled to switch the power supply path from the first power supply path to the second power supply path, so that the internal combustion engine and the second electric power supply are started while electric power is supplied to the electric unit via the first power supply path and the second power supply path.The term “during switching control” refers to the period from the time the internal combustion engine is started to the time when a state is reached in which the electric power to be supplied to an electrical unit outside the vehicle is covered only by the generated electric power originating from the internal combustion engine.

[0021] In this aspect, the ECU may control the power supply unit and the internal combustion engine during the switching control so that electric power is supplied to the electric unit via the first power supply path and the second power supply path until a predetermined period of time has elapsed since the start of the internal combustion engine, and the power supply path is switched from the first power supply path to the second power supply path when the predetermined period of time has elapsed.

[0022] According to the invention, it is possible to provide a hybrid vehicle that can continuously supply electric power to an electric unit outside the vehicle and a control method for the hybrid vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Features, characteristics and technical and industrial significance of exemplary embodiments of the invention are described below with reference to the accompanying drawings, in which like reference numerals designate like elements, and wherein: Fig. 1 is a block diagram showing the general configuration of a hybrid vehicle according to an embodiment of the present invention; Fig. 2 a diagram / circuit diagram showing power supply paths used to provide an external power supply in the hybrid vehicle, which is in Fig. 1; Fig. 3 shows a flowchart depicting the control structure of the switching control, which is carried out by the control shown in Fig. 1 is shown; and Fig. 4 shows a timing diagram illustrating an example of the switching control implemented by the Fig. 1 shown control is executed. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] An embodiment of the present invention will be described in detail below with reference to the drawings. The same or corresponding parts are designated by the same reference numerals throughout the drawings, and their description will not be repeated.

[0025] Fig. 1 is a block diagram showing the general configuration of a hybrid vehicle according to an embodiment of the present invention. With reference to Fig. 1, a hybrid vehicle 100 includes an internal combustion engine 2, motor-generators MG1 and MG2, a power split unit 4, a reduction gear 5, drive wheels 6, an electric storage unit B, a power control unit (PCU) 20, and a controller (which may hereinafter also be referred to as an electronic control unit (ECU)) 50.

[0026] The internal combustion engine 2 is an internal combustion engine that generates driving force to rotate a crankshaft using combustion energy produced by burning an air-fuel mixture drawn into its combustion chambers. The motor-generators MG1 and MG2 are AC electric motors, such as three-phase AC synchronous motors and three-phase AC synchronous motors, respectively.

[0027] The hybrid vehicle 100 travels using the driving power supplied / output from the internal combustion engine 2 and / or the motor generator MG2. The driving power produced by the internal combustion engine 2 is split into two paths by the power split unit 4. One of the paths is a path through which the driving power is transmitted to the drive wheels 6 via the reduction gear 5, and the other is a path through which the driving power is transmitted to the motor generator MG1.

[0028] When the vehicle is stationary, the motor generator MG1 can generate electric power by utilizing the driving force of the internal combustion engine 2. The electric power generated in this way can be transferred to the electric storage unit B for charging or can be transferred to an electric unit outside the vehicle, as described in detail later.

[0029] The power split unit 4 includes a planetary gear consisting of a sun gear, pinions / planetary gears, a carrier, and a ring gear. The planetary gears mesh with the sun gear and the ring gear. The carrier rotatably supports the planetary gears and is connected to the crankshaft of the internal combustion engine 2. The sun gear is coupled to a rotating shaft of the motor-generator MG1. The ring gear is coupled to a rotating shaft of the motor-generator MG2 and the reduction gear 5. The operating conditions of the intake valves (opening / closing timing, lift, working angle, etc.) are controlled using a control signal S4 from the ECU 50 to bring the internal combustion engine 2 into the desired operating conditions. Air is introduced into the internal combustion engine 2 through an intake tract 210.The exhaust gas emitted by the internal combustion engine 2 is emitted from the vehicle via an exhaust tract 220. A catalyst 222 is provided in the exhaust tract 220. The catalyst 222 is designed to purify the exhaust gas. The catalyst 222 is, for example, a three-way catalyst and purifies / filters carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), and particulate matter (PM) contained in the exhaust gas.

[0030] A temperature sensor 226 is provided on the catalyst 222. The temperature sensor 226 is used to detect a catalyst temperature Tc, which indicates the temperature of the catalyst 222. The temperature sensor 226 outputs a detection value of the catalyst temperature Tc to the ECU 50. The ECU 50 can estimate a catalyst temperature Tc based on a parameter, rather than an output of the temperature sensor 226, which is used to control the internal combustion engine 2.

[0031] An air-fuel ratio sensor 202 is provided in the exhaust passage 220. The air-fuel ratio sensor 202 is used to detect the air-fuel ratio of the exhaust gas. The air-fuel ratio sensor 202 outputs a detection value of an air-fuel ratio AF of the exhaust gas to the ECU 50.

[0032] The catalyst 222 may include a first-stage catalyst and a second-stage catalyst positioned upstream and downstream of each other in the exhaust passage 220. The air-fuel ratio sensor 202 may be positioned upstream of the first-stage catalyst, between the first-stage catalyst and the second-stage catalyst, or downstream of the second-stage catalyst.

[0033] The catalyst 222 is characterized by having high conversion efficiency when heated to a predetermined temperature. Thus, the catalyst 222 must be heated to a predetermined temperature when the internal combustion engine 2 begins operation in order to improve the emissions of the hybrid vehicle 100.

[0034] In one example, the ECU 50 executes catalyst warm-up control to increase the exhaust gas temperature by retarding the ignition timing of the internal combustion engine 2 to warm the catalyst 222. When the catalyst warm-up control is executed, the torque of the internal combustion engine 2 decreases because the operating efficiency of the internal combustion engine 2 decreases.

[0035] The ECU 50 also performs decompression control to reduce vibrations of the internal combustion engine 2 when the internal combustion engine 2 is started. Specifically, in decompression control, a variable valve timing (VVT) unit is used to retard the closing timing of the intake valves to reduce the amount of air drawn into the internal combustion engine 2. Then, vibrations are suppressed because the compression ratio decreases, and the torque of the internal combustion engine 2 decreases. The decompression control can also be performed when the load on the internal combustion engine 2 is light.

[0036] In addition, the ECU 50 executes start-up ignition retardation control to prevent a shock that may be caused by a sudden increase in engine torque when the engine 2 is started. In the start-up ignition retardation control, the ignition timing is retarded after the engine 2 is started, and then the ignition timing is gradually advanced. This helps the engine torque increase smoothly.

[0037] The hybrid vehicle 100 also includes a power supply unit 300 and a power supply port 310 as means used to supply electrical power to an electrical unit external to the vehicle. The electrical unit external to the vehicle may hereinafter be referred to as an "external unit," and the supply of electrical power to an external unit may hereinafter be referred to as an "external power supply / external power supply."

[0038] The power supply port 310 is an electrical power interface used to supply electrical power to an external unit 400. The power supply port 310 is configured to be connectable to a plug / connector 410 connected to the external unit 400.

[0039] The power supply unit 300 is positioned between the power supply terminal 310, the electrical storage unit B, and the PCU 20. Based on a control signal S5 from the ECU 50, the power supply unit 300 converts electrical energy (DC) into electrical energy (AC) and outputs the electrical energy (AC) to the power supply terminal 310. The electrical energy (DC) is supplied from the electrical storage unit B and / or the PCU 20. The electrical energy (AC) is supplied to the external unit 400.

[0040] Fig. Figure 2 is a circuit diagram illustrating power supply paths used to supply energy to the hybrid vehicle 100 shown in Fig. 1, to provide an external power supply. With reference to Fig. 2, an arrow SP1 indicates a first power supply path through which the stored electrical energy is supplied to the external unit 400. The stored electrical energy is the electrical energy stored in the electrical storage unit B. An arrow SP2 indicates a second power supply path through which the generated electrical energy is supplied to the external unit 400. The generated electrical energy is the electrical energy generated by utilizing the driving force of the internal combustion engine 2.

[0041] In the above configuration, the power supply paths may be switched during external power supply in some cases. For example, the external power supply may be provided via the first power supply path when sufficient electric power has been stored in the electric storage unit B, but when the level of stored electric power in the electric storage unit B has decreased, the power supply path may need to be switched to the second power supply path to continue external power supply. In such a case, it is desirable to stop the supply of electric power from the electric storage unit B and start the supply of generated electric power as soon as the switching of the power supply paths is requested to prevent excessive discharge of the electric storage unit B.

[0042] The change / switching of the power supply paths is achieved, for example, by ensuring that the external power supply is carried out via the first power supply path when power generation by utilizing the driving power of the internal combustion engine 2 is not in progress and that the external power supply is carried out via the second power supply path when the level of generated electrical energy originating from the driving power of the internal combustion engine 2 is equal to or higher than the level of electrical energy that needs to be supplied to the external unit 400.

[0043] When the power supply path is switched from the first power supply path to the second power supply path while the external power supply is in progress, the internal combustion engine 2 must be started to receive generated electric power. However, immediately after the internal combustion engine 2 is started, sufficient electric power cannot be supplied to the external unit 400 due to a response delay in the engine torque.

[0044] Specifically, when the internal combustion engine 2 is started, sufficient generated electric power to supply the external power supply cannot be obtained because the engine torque is reduced by the effect of decompression control, ignition start retardation control, and catalyst warm-up control. At this time, it is difficult to consistently supply electric power to the external unit 400 due to a lack of electric power that can be supplied to the external unit 400.

[0045] In this embodiment, while the switching control is being executed to switch the power supply path from the first power supply path to the second power supply path, the power supply unit 300 and the internal combustion engine 2 are controlled so that the internal combustion engine 2 is started while the supply of electric power from the electric storage unit B to the external unit 400 continues. Accordingly, electric power continues to be supplied from the electric storage unit B to the external unit 400 during the switching control. Therefore, the shortage of generated electric power can be compensated / made up for by the stored electric power. Thus, electric power can be steadily supplied to the external unit 400. The details of the switching control will be described in more detail below.

[0046] Fig. 3 shows a flowchart depicting the control structure of the switching control used by the Fig. 1 shown ECU 50. The Fig. The flowchart shown in Figure 3 is realized by executing a program previously stored in the ECU 50 at predetermined intervals. Alternatively, the processing in some of the steps may be realized by designing dedicated hardware (electronic circuitry).

[0047] With reference to Fig. 1 together with Fig. 3, the ECU 50 determines in step 100 ("step" is abbreviated as "S" below) whether the external power supply is in progress. If it is determined that the external power supply is not in progress (NO in S100), subsequent processing is skipped and control is returned to the main program.

[0048] If it is determined that the external power supply is in progress (YES in S100), the ECU 50 determines whether the elapsed time since the start of the internal combustion engine 2 is within a predetermined period (S110). The predetermined period is the period during which a response delay of the driving force is generated by the effect of the start of the internal combustion engine. Specifically, it is the period from the time the internal combustion engine 2 is started to the time when the decompression control, the start ignition delay control, and the catalyst warm-up control are completed.

[0049] If it is determined that the elapsed time since the start of the internal combustion engine 2 is within the predetermined time period (YES in S110), the ECU 50 continues the supply of electric power from the electric storage unit B to the external unit 400 (S120). At this time, the ECU 50 calculates the response delay of the driving force of the internal combustion engine 2 based on the execution information of the decompression control, the start ignition delay control, and the catalyst warm-up control. Regarding the electric power to be supplied to the external unit 400, the ECU 50 predicts a shortage of generated electric power derived from the driving force of the internal combustion engine 2 based on the calculated response delay of the driving force.And the ECU 50 controls the power supply unit 300 so that electric power in an amount equal to the predicted shortage can be supplied to the external unit 400 from the electric storage unit B. The processing in S110 and S120 may hereinafter also be referred to as "feedforward control."

[0050] On the other hand, when it is determined that the elapsed time since the start of the internal combustion engine 2 is not within the predetermined time period (NO in S110), a flag 1 (FLG 1) indicating the end of the supply of electric power from the electric storage unit B is turned on by the ECU 50 (S125).

[0051] Then, in S130, the ECU 50 calculates the torque output from the engine 2. Here, when the hybrid vehicle 100 is stationary, the output of the engine 2 is transmitted to the motor generator MG1 via the power split unit 4, and the torque of the engine 2 can be calculated based on the operating conditions of the motor generator MG1.

[0052] In one example, the ECU 50 may calculate the torque of the internal combustion engine 2 based on the torque of the motor-generator MG1. Alternatively, the ECU 50 may calculate the energy of the motor-generator MG1 using detection values ​​of the torque and the rotational speed of the motor-generator MG1 and calculate the torque of the internal combustion engine 2 based on the calculated energy. The torque of the motor-generator MG1 may be calculated, for example, using the electrical energy generated by the motor-generator MG1. Alternatively, the ECU 50 may calculate the torque of the internal combustion engine 2 based on, for example, the engine rotational speed, the intake air quantity, and the ignition timing of the internal combustion engine 2.

[0053] Then, in S140, the ECU 50 determines whether the ratio of the engine torque to the requested torque is less than a predetermined value X. The term "requested torque" as used herein refers to the engine torque required to generate electrical power to be supplied to the external unit 400. The predetermined value X is a value used to determine whether the engine 2 can output the requested torque. In S140, the divergence between the engine torque and the requested torque can be learned to further increase accuracy.

[0054] If it is determined that the ratio of the engine torque to the requested torque is less than the predetermined value X (YES in S140), the ECU 50 continues supplying electric power from the electric storage unit B to the external unit 400 (S150). Here, considering the electric power that needs to be supplied to the external unit 400, the ECU 50 calculates the shortage of generated electric power derived from the driving force of the engine 2 based on the calculated engine torque, and controls the power supply unit 300 so that electric power in an amount equal to the calculated shortage can be supplied from the electric storage unit B to the external unit 400. The processing in S130 to S150 may hereinafter also be referred to as "feedback control."

[0055] On the other hand, when it is determined that the ratio of the engine torque to the requested torque is equal to or higher than the predetermined value X (NO in S140), the ECU 50 turns on a flag 2 (FLG 2) indicating the end of the supply of electric power from the electric storage unit B (S155).

[0056] Then, in S160, the ECU 50 determines whether FLG 1 is turned on and / or FLG 2 is turned on. In other words, the ECU 50 determines whether at least one of FLG 1 and FLG 2 is turned on.

[0057] If it is determined that FLG 1 is on and / or FLG 2 is on (YES in S160), the ECU 50 stops supplying electric power from the electric storage unit B (S170). If it is determined that FLG 1 is off and FLG 2 is off (NO in S160), subsequent processing is skipped and control is returned to the main program.

[0058] The supply of electric power from the electric storage unit B may be stopped in consideration of a condition related to the elapsed time since the start of the internal combustion engine 2 and a condition related to the engine torque relative to the requested torque as described above, or the supply of electric power from the electric storage unit B may be stopped in consideration of either of the two conditions.

[0059] While the above section describes that the ECU 50 executes both the feedforward control and the feedback control in the switching control, the ECU 50 may execute only the feedforward control or only the feedback control in the switching control.

[0060] Fig. 4 shows a timing diagram showing an example of the switching control implemented by the Fig. 1 shown ECU 50. In Fig. 4, the horizontal axis represents time, and the vertical axis represents the engine speed, the engine torque, the advance amount of the VVT ​​unit provided on the intake side, the ignition timing, the electric power requested from the external unit 400, and the supply of electric power from the electric storage unit B. The total electric power supplied in response to the request from the external unit 400 is indicated by a solid line, the electric power supplied by the electric power originating from the engine 2 is indicated by a dashed line, and the electric power supplied by the electric power stored in the electric storage unit B is indicated by a dash-dotted line.

[0061] With reference to Fig.4, the switching control executed to switch from the supply of electric power from the electric storage unit B to the external unit 400 to the supply of electric power from the motor generator MG1 to the external unit 400 is started at time t1. When the switching control is started, the internal combustion engine 2 is started. At this time, since the internal combustion engine 2 is cranked by the driving force of the motor generator MG1, the engine torque has a negative value. Then, when combustion in the internal combustion engine 2 is started and driving force begins to be generated, the engine torque assumes a positive value.

[0062] At this time, because decompression control is executed and the advance amount of the intake-side VVT ​​unit is therefore delayed, the closing timing of the intake valves is delayed. Vibrations are then suppressed because the compression ratio decreases and the torque of engine 2 decreases.

[0063] Also, because the start-up ignition retard control is executed, the ignition timing is retarded once and then gradually advanced. This prevents a shock that can be caused by a sudden increase in engine torque.

[0064] As described above, the supply of electric power from the electric storage unit B to the external unit 400 is continued immediately after the internal combustion engine 2 is started because sufficient engine torque cannot be obtained.

[0065] After the engine torque increases to a sufficient level at time t2, the generated electric power from the engine 2 increases. Thus, the amount of electric power supplied from the electric storage unit B to the external unit 400 is gradually reduced.

[0066] When a state in which the electric power to be supplied to the external unit 400 can be covered only by the generated electric power is reached at time t3, the supply of electric power from the electric storage unit B is stopped and the switching control is terminated.

[0067] As described above, in this embodiment, the power supply unit 300 and the internal combustion engine 2 are controlled so that the internal combustion engine 2 is started while the supply of electric power from the electric storage unit B to the external unit 400 continues during the switching control (t1 to t3). When the switching control is executed, the internal combustion engine 2 is started, and the generated electric power derived from the driving force of the internal combustion engine 2 is supplied to the external unit 400. At this time, since the supply of electric power from the electric storage unit B to the external unit 400 continues, the shortage of generated electric power due to a response delay of the driving force of the internal combustion engine 2 can be compensated for by the stored electric power.Thus, according to this embodiment, electrical energy can be continuously supplied to an electrical unit outside the vehicle.

[0068] Additionally, in this embodiment, the power supply unit 300 is controlled to continue supplying electric power from the electric storage unit B to the external unit 400 until a predetermined period of time has elapsed since the start of the internal combustion engine 2 during the switching control. Thus, the external unit 400 can be supplied with electric power from the electric storage unit B only for a necessary period of time determined in advance in consideration of the shortage of generated electric power at the start of the internal combustion engine 2. Thus, excessive discharge of the electric storage unit B can be prevented.

[0069] Additionally, in this embodiment, the shortage of generated electric power relative to the electric power to be supplied to the external unit 400 is predicted, and the power supply unit 300 and the internal combustion engine 2 are controlled to supply electric power equal to the predicted shortage from the electric storage unit B to the external unit 400 during the switching control. Thus, excessive supply of electric power from the electric storage unit B can be prevented. Consequently, the power input and output of the electric storage unit B can be reduced, and the electric efficiency can be improved.

[0070] Additionally, in this embodiment, the electric power shortage is predicted based on a response delay of the driving force of the internal combustion engine 2 at the start of the internal combustion engine 2. Thus, the electric power shortage can be accurately predicted considering a response delay of the driving force of the internal combustion engine 2.

[0071] Additionally, in this embodiment, the power supply unit 300 and the internal combustion engine 2 are controlled so that electric power is supplied from the electric storage unit B to the external unit 400 when the generated electric power corresponding to the driving force of the internal combustion engine 2 is insufficient relative to the electric power that needs to be supplied to the external storage unit 400 during the switching control. Thus, the individual characteristics of the internal combustion engine 2, the changes of the internal combustion engine over time, or the changes in the output of the internal combustion engine 2 depending on the operating environment can be detected. Thus, the shortage of generated electric power can be accurately detected.

[0072] While the hybrid vehicle 100 equipped with the catalyst 222 is described in the above embodiment, the hybrid vehicle 100 may not be equipped with the catalyst 222.

[0073] While in the above embodiment, a series type / parallel type hybrid vehicle in which the power of the internal combustion engine 2 can be split and transmitted to the drive wheels 6 and the motor generators MG1 and MG2 via the power split unit 4 is described, the present invention is also applicable to hybrid vehicles of various types.For example, the present invention is also applicable to a so-called series-connected hybrid vehicle in which the internal combustion engine 2 is used only to drive the motor-generator MG1 and the driving force for driving the vehicle is produced only via the motor-generator MG2, a hybrid vehicle in which only the regenerative energy from all the kinetic energy produced by the internal combustion engine 2 is recovered as electric energy, and a motor-assisted hybrid vehicle in which an internal combustion engine is used as a main power source and a motor assists the internal combustion engine when necessary. In addition, the present invention is also applicable to a hybrid vehicle in which the motor can be disconnected / turned off so that the vehicle runs only on the power of the internal combustion engine.

[0074] In the above section, the internal combustion engine 2 corresponds to an example of an “internal combustion engine” of the present invention, and the motor generator MG1 corresponds to an example of the “rotary electric machine” of the present invention.

[0075] It should be understood that the embodiment disclosed herein is not restrictive, but illustrative in every respect. The scope of the present invention is defined not by the foregoing description, but by the appended claims, and is intended to encompass all modifications within the meaning and scope equivalent to the claims.

Claims

[1] Hybrid vehicle, characterized by that it is with: an internal combustion engine (2); a rotary electric machine (MG1) designed to generate electrical energy by utilizing the driving force of the internal combustion engine (2); an electrical storage unit (B) designed to be charged and discharged; a power supply unit (300) configured to supply the electrical energy generated by the rotary electric machine (MG1) and / or the electrical energy stored in the electrical storage unit (B) to an electrical unit (400) outside the hybrid vehicle; and a control (50) which is designed to: (a) execute a switching control to switch from a first electric power supply to a second electric power supply by starting the internal combustion engine (2), wherein the first electric power supply is a supply of electric power from the electric storage unit (B) to the electric unit (400) and the second electric power supply is a supply of electric power from the rotary electric machine (MG1) to the electric unit (400), and (b) to control the power supply unit (300) and the internal combustion engine (2) during the switching control so that the internal combustion engine (2) and the second electric power supply are started while the first electric power supply is continued. [2] Hybrid vehicle according to claim 1, characterized bythat the controller (50) controls the power supply unit (300) and the internal combustion engine (2) during the switching control so that the first electrical power supply is continued until a predetermined period of time has elapsed since the start of the internal combustion engine (2). [3] Hybrid vehicle according to claim 1 or 2, characterized by that the controller (50) predicts a shortage of the generated electrical energy during the switching control with respect to the electrical energy that must be supplied to the electrical unit (400) and controls the power supply unit (300) and the internal combustion engine (2) such that electrical energy in an amount equal to the predicted shortage is supplied to the electrical unit (400) from the electrical storage unit (B). [4] Hybrid vehicle according to claim 3, characterized bythat the controller (50) predicts the lack of electrical energy based on a reaction delay of the driving force of the internal combustion engine (2) when starting the internal combustion engine (2). [5] Hybrid vehicle according to one of claims 1 to 4, characterized by in that the controller (50) controls the power supply unit (300) and the internal combustion engine (2) so that the first electric power supply is carried out during the switching control, and when the electric power generated from the driving force of the internal combustion engine (2) is insufficient relative to the electric power to be supplied to the electric unit (400). [6] A control method for a hybrid vehicle, wherein the hybrid vehicle includes an internal combustion engine (2), a rotary electric machine (MG1), an electric storage unit (B), a power supply unit (300) and a controller (50), wherein the rotary electric machine (MG1) is designed to generate electric energy by utilizing the driving force of the internal combustion engine (2), the electric storage unit (B) is designed to be charged and discharged, and the power supply unit (300) is designed to supply the electric energy generated by the rotary electric machine (MG1) and / or the electric energy stored in the electric storage unit (B) to an electric unit (400) outside the hybrid vehicle, characterized by that the control method comprises the steps: Executing a switching control by the controller to switch from a first electric power supply to a second electric power supply by starting the internal combustion engine (2), wherein the first electric power supply is a supply of electric power from the electric storage unit (B) to the electric unit (400) and the second electric power supply is a supply of electric power from the rotary electric machine (MG1) to the electric unit (400), and Controlling the power supply unit (300) and the internal combustion engine (2) by the controller (50) so that the internal combustion engine (2) and the second electric power supply are started while the first electric power supply is continued during the switching control. [7] Hybrid vehicle, characterized by that it is with: an internal combustion engine (2); a rotary electric machine (MG1) designed to generate electrical energy by utilizing the driving force of the internal combustion engine (2); an electrical storage unit (B) designed to be charged and discharged; a power supply unit (300) configured to supply electrical energy to an electrical unit (400) outside the hybrid vehicle via a first power supply path and / or a second power supply path, wherein the first power supply path is a power supply path via which electrical energy stored in the electrical storage unit (B) is supplied to the electrical unit (400), and the second power supply path is a power supply path via which the generated electrical energy originating from the driving force of the internal combustion engine (2) is supplied to the electrical unit (400); and a controller (50) configured to control the power supply unit and the internal combustion engine (2) during the switching control in which the power supply unit (300) is controlled to switch the power supply path from the first power supply path to the second power supply path, such that the internal combustion engine (2) and the second power supply are started while electrical power is supplied to the electrical unit (400) via the first power supply path and the second power supply path. [8] Hybrid vehicle according to claim 7, characterized bythat the controller (50) controls the power supply unit (300) and the internal combustion engine (2) during the switching control such that electrical power is supplied to the electrical unit (400) via the first power supply path and the second power supply path until a predetermined period of time has elapsed since the start of the internal combustion engine (2), and the power supply path is switched from the first power supply path to the second power supply path when the predetermined period of time has elapsed. [9] A controller (50) for a hybrid vehicle, the hybrid vehicle including an internal combustion engine (2), a rotary electric machine (MG1), an electric storage unit (B), a power supply unit (300), and the controller (50), the rotary electric machine (MG1) being configured to generate electric energy by utilizing the driving force of the internal combustion engine (2), the electric storage unit (B) being configured to be charged and discharged, the power supply unit (300) being configured to supply electric energy to an electric unit (400) outside the hybrid vehicle via a first power supply path and / or a second power supply path, the first power supply path being a power supply path via which electric energy stored in the electric storage unit (B) is supplied to the electric unit (400), and the second power supply path being a power supply path,via which the generated electrical energy, which originates from the driving force of the internal combustion engine (2), is supplied to the electrical unit (400), wherein the control (50) is characterized by: comprising an ECU configured to control the power supply unit (300) and the internal combustion engine (2) during the switching control in which the power supply unit (300) is controlled to switch the power supply path from the first power supply path to the second power supply path, so that the internal combustion engine (2) and the second electric power supply are started while electric power is supplied to the electric unit (400) via the first power supply path and the second power supply path. [10] Controller (50) according to claim 9, characterized bythat the ECU controls the power supply unit (300) and the internal combustion engine (2) during the switching control such that electrical power is supplied via the first power supply path and the second power supply path to the electrical unit (400) until a predetermined period of time has elapsed since the start of the internal combustion engine (2), and the power supply path is switched from the first power supply path to the second power supply path when the predetermined period of time has elapsed.

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