Control system of vehicle

Abstract

To provide a control system of a vehicle that can suppress fuel consumption during electricity generation.SOLUTION: A control system of a vehicle comprises: an engine that is loaded on the vehicle; an electricity generator that is driven by the engine; a pump that adjusts oil pressure of the engine; and a control device that controls the vehicle in an electricity generation mode in which the engine drives the electricity generator. When electricity generated by the electricity generator remains constant during the electricity generation mode and when oil pressure of the engine is in a stable state, the control device operates the pump to reduce the oil pressure from first oil pressure to second oil pressure lower than the first oil pressure.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control system. [Background technology]

[0002] Conventionally, a vehicle control system that drives a generator by an engine is known (see, for example, Patent Document 1). In the vehicle control system of Patent Document 1, the generated electric power is used to supply power to external devices of the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-51772 A Summary of the Invention [Problem to be solved by the invention]

[0004] When such an engine drives a generator, fuel is consumed. It is preferable to reduce fuel consumption during power generation as much as possible. Patent Document 1 does not disclose a method for reducing such fuel consumption.

[0005] An object of the present disclosure is to provide a vehicle control system that can reduce fuel consumption during power generation. [Means for solving the problem]

[0006] The vehicle control system of the present disclosure includes an engine mounted on a vehicle, a generator driven by the engine, a pump that adjusts the oil pressure of the engine, and a control device that controls the vehicle to a power generation mode in which the generator is driven by the engine, and when the amount of electricity generated by the generator during the power generation mode is constant and the oil pressure of the engine is stable, the control device operates the pump to reduce the oil pressure from a first oil pressure to a second oil pressure lower than the first oil pressure. Effect of the Invention

[0007] According to this vehicle control system, the oil pressure in the engine can be lowered to reduce the energy consumption by the pump, which reduces the load on the engine and reduces fuel consumption. [Brief description of the drawings]

[0008] [Figure 1] 1 is a system diagram of a vehicle control system according to a first embodiment of the present disclosure. [Diagram 2] 1 is a system diagram of an engine according to a first embodiment of the present disclosure. [Diagram 3] 4 is a flowchart showing a control procedure executed by a control device according to the first embodiment of the present disclosure. [Figure 4] 4 is a timing chart when control according to the first embodiment of the present disclosure is executed. [Diagram 5] 4 is a graph showing a first hydraulic pressure and a second hydraulic pressure according to the first embodiment of the present disclosure. [Figure 6] 6 is a flowchart showing a control procedure executed by a vehicle control device according to a second embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] First Embodiment Hereinafter, a first embodiment of the present disclosure will be described with reference to the drawings.

[0010] As shown in Fig. 1 and Fig. 2, the control system 1 of the vehicle C includes an engine 2, a motor (FrM) 3, a generator (GEN) 4, a pump 5, a driving battery (BT) 6, a transaxle 8, an inverter 12 that controls the motor 3 and the generator 4, an accelerator pedal 14 operated by a user of the vehicle C, a charger 16 that can be connected to an external power source, a power supply device (external power supply device) 18 that can supply power to external devices such as home appliances, a vehicle control device (one example of a control device) 20, an engine control device 22 that controls the engine 2, and a fuel tank (Fuel TANK) 24. In addition, the vehicle C may include, for example, a charge button (not shown) that the user instructs to charge. The vehicle C of this embodiment is a plug-in hybrid vehicle (PHEV: Plug-in Hybrid Electric Vehicle) that includes external charging that can store power from an external power source in the driving battery 6 by the charger 16, and external power supply that can supply power from the driving battery 6 to external devices by the power supply device 18.

[0011] As shown in Fig. 1, the engine 2 is connected to a generator 4 and drives the generator 4. Furthermore, in this embodiment, the engine 2 is capable of driving wheels C1 via a transaxle 8. The engine 2 in this embodiment is an in-line four-cylinder gasoline engine. The engine 2 receives fuel from a fuel tank 24, and burns and consumes the fuel.

[0012] As shown in FIG. 2, the pump 5 adjusts the oil pressure of the engine 2. The pump 5 draws up engine oil O stored in an oil pan 2a and supplies the oil O to a sliding part of a cam 2c arranged in a cylinder head 2b of the engine 2 and the like. The pump 5 has an oil control valve 5a, and the oil pressure of the engine oil is controlled. The oil control valve 5a is electrically connected to the engine control device 22. In this embodiment, the pump 5 is driven by a crankshaft 2d of the engine 2 via a belt or a chain. However, the pump 5 may be an electric type driven by, for example, a motor or the like.

[0013] As shown in FIG. 1, the motor 3 is connected to the wheels C1 via a transaxle 8 and an axle 10 to drive the wheels C1. The motor 3 in this embodiment is a three-phase AC motor having a plurality of coils and a plurality of permanent magnets. The generator 4 is connected to the engine 2 and is capable of driving the engine 2. The generator 4 performs motoring to drive the engine 2 while the engine 2 is being powered by electric power from the drive battery 6. On the other hand, the generator 4 is driven by the engine 2 to generate electricity while the engine 2 is in operation. Therefore, the generator 4 is a motor-generator capable of powering and generating electricity.

[0014] The driving battery 6 outputs electric power to the motor 3 and the generator 4, and also receives electric power generated by the motor 3 and the generator 4. Furthermore, the driving battery 6 receives external electric power via a charger 16. In this embodiment, the driving battery 6 is made up of multiple lithium ion batteries.

[0015] The transaxle 8 has a plurality of gears and a clutch 8a. The engine 2 is connected to the generator 4 and the axle 10 via the transaxle 8. When the clutch 8a is in a disengaged state, the transaxle 8 cuts off the power transmission between the engine 2 and the axle 10, and when the clutch 8a is in a engaged state, the power of the engine 2 is transmitted to the axle 10.

[0016] The inverter 12 converts the DC power supplied from the drive battery 6 into AC power, and adjusts the power supplied to the motor 3, thereby controlling the power running torque of the motor 3. When the motor 3 regenerates, the inverter 12 converts the AC power supplied from the motor 3 into DC power, and adjusts the power supplied to the drive battery 6, thereby controlling the regenerative torque of the motor 3.

[0017] The vehicle control device 20 is electrically connected to the motor 3 via the inverter 12 and controls the motor 3. The motor 3 is actually an ECU (Electronic Control Unit) configured by a microcomputer including a calculation device, a memory, an input / output buffer, etc. The vehicle control device 20 controls the vehicle C based on maps and programs stored in the memory.

[0018] The vehicle control device 20 of this embodiment is further electrically connected to an engine control device 22. The engine control device 22 is electrically connected to various devices equipped in the engine 2 and controls the engine 2. The control of the engine 2 may be performed by the vehicle control device 20 in addition to the engine control device 22. The vehicle control device 20 may also be electrically connected to various other devices of the vehicle C and perform various controls.

[0019] The vehicle C of this embodiment has driving modes such as an EV mode, a series mode (an example of a power generation mode), and a parallel mode. In the EV mode, the vehicle C drives the motor 3 with electric power from the drive battery 6. In the series mode, the vehicle C drives the generator 4 with the engine 2, and drives the motor 3 with electric power generated by the generator 4. In the parallel mode, the vehicle C connects the clutch 8a and drives the wheels (an example of a drive wheel) C1 via the axle 10 using the power of the engine 2. The vehicle C may also have a charging mode. In the charging mode, the vehicle C drives the generator 4 with the engine 2, and stores the electric power generated by the generator 4 in the drive battery 6. In the vehicle C, the vehicle control device 20 switches between each driving mode depending on the depression state of the accelerator pedal 14 and the operation state of the charge button, and controls the motor 3 and the generator 4 via the inverter 12, and causes the engine control device 22 to control the engine 2.

[0020] Furthermore, the vehicle C of this embodiment has an external power supply mode. In the external power supply mode, when the connector 18a is connected to an external device, the vehicle control device 20 supplies power from the driving battery 6 to the external device using the power supply device 18. When the charging rate SOC (State Of Charge) of the driving battery 6 falls below a predetermined charging rate SOCt during the external power supply mode, the vehicle control device 20 executes an engine power generation external power supply mode (an example of a power generation mode) in which the engine 2 is started to drive the generator 4, and the power generated by the generator 4 is stored in the driving battery 6 and supplied to the external device.

[0021] Next, a control procedure executed by the vehicle control device 20 will be described with reference to the flowchart of Fig. 3, the timing chart of Fig. 4, and the graph of Fig. 5. In the first embodiment, the vehicle control device 20 starts the control procedure when the driving mode is switched to the series mode.

[0022] In step S1, the vehicle control device 20 determines whether the engine speed NE of the engine 2 is constant. The vehicle control device 20 may determine that the engine speed NE is constant if the speed of the engine 2 is within a predetermined range with respect to a predetermined speed. For example, if the engine speed NE fluctuates within ±50 rpm with respect to 1500 rpm, the vehicle control device 20 may determine that the engine speed NE is constant. If the vehicle control device 20 determines that the engine speed NE is constant (YES in step S1), the process proceeds to step S2.

[0023] In step S2, the vehicle control device 20 judges whether the required power generation amount Gq is constant. The required power generation amount Gq is a value calculated by the vehicle control device 20 based on the amount of power generation required to run the vehicle C, such as the amount of depression of the accelerator pedal 14. In addition, the required power generation amount Gq is a value calculated by the vehicle control device 20 based on the amount of power generation required for external power supply. The vehicle control device 20 may judge that the required power generation amount Gq is constant if the required power generation amount Gq is within a predetermined value range with respect to a predetermined value. For example, if the required power generation amount Gq fluctuates within ±5 kW with respect to 100 kW, the vehicle control device 20 may judge that the required power generation amount Gq is constant. If the vehicle control device 20 judges that the required power generation amount Gq is constant (YES in step S2), the process proceeds to step S3.

[0024] In step S3, the vehicle control device 20 determines whether the oil pressure P of the engine 2 is in a stable state. If the oil pressure P of the engine 2 is within a predetermined range of a predetermined oil pressure P, the vehicle control device 20 may determine that the oil pressure P is in a stable state. For example, if the oil pressure P fluctuates within ±50 kpa of 500 kpa, the vehicle control device 20 may determine that the oil pressure P of the engine 2 is in a stable state. If the vehicle control device 20 determines that the oil pressure P of the engine 2 is in a stable state (YES in step S3), the process proceeds to step S4.

[0025] In step S4, the vehicle control device 20 operates the pump 5 and executes a hydraulic pressure reduction process to reduce the hydraulic pressure P from the first hydraulic pressure P1 to the second hydraulic pressure P2. The first hydraulic pressure P1 is a hydraulic pressure value in a state where the hydraulic pressure P is not reduced (see the dashed line in FIG. 4 and the first hydraulic pressure P1 in FIG. 5). The second hydraulic pressure P2 is a hydraulic pressure value lower than the first hydraulic pressure P1 and is a hydraulic pressure value in a state where the hydraulic pressure P is reduced (see the solid line in FIG. 4 and the second hydraulic pressure P2 in FIG. 5). In this embodiment, the vehicle control device 20 causes the engine control device 22 to control and operate the oil control valve 5a to reduce the hydraulic pressure P from the first hydraulic pressure P1 to the second hydraulic pressure P2. The vehicle control device 20 reduces the hydraulic pressure P from the first hydraulic pressure P1 to the second hydraulic pressure P2 and proceeds to step S5. The vehicle control device 20 can suppress energy consumption by the pump 5 by executing the hydraulic pressure reduction process in this manner. This reduces the load on the engine 2 and suppresses fuel consumption.

[0026] In step S5, the vehicle control device 20 maintains the hydraulic pressure P at the second hydraulic pressure P2 until the standby time T has elapsed, and proceeds to step S1. After proceeding to step S1, the vehicle control device 20 maintains the second hydraulic pressure P2 if the engine speed NE is constant during the power generation mode (YES in step S1), the required power generation amount Gq by the generator 4 is constant (YES in step S2), and the hydraulic pressure of the engine 2 is stable (YES in step S3).

[0027] If the vehicle control device 20 determines in step S1 that the engine speed NE is not constant (NO in step S1), and if the vehicle control device 20 determines in step S2 that the required power generation amount Gq is not constant (NO in step S2), the vehicle control device 20 proceeds to step S6. In other words, if the vehicle control device 20 determines that the engine speed NE or the required power generation amount Gq is changing, the vehicle control device 20 proceeds to step S6.

[0028] In step S6, the vehicle control device 20 determines whether the hydraulic pressure P is reduced to the second hydraulic pressure P2 (hydraulic pressure reduction in progress). If the vehicle control device 20 determines that the hydraulic pressure P is reduced to the second hydraulic pressure P2 (YES in step S6), the vehicle control device 20 advances the process to step S7.

[0029] In step S7, the vehicle control device 20 executes a return process to return the hydraulic pressure P from the second hydraulic pressure P2 to the first hydraulic pressure P1. After executing the return process, the vehicle control device 20 proceeds to step S8. In this manner, the vehicle control device 20 can prevent the sliding parts of the engine 2 from seizing up by returning the hydraulic pressure to the first hydraulic pressure P1.

[0030] In step S8, the vehicle control device 20 causes the generator 4 to generate power so that the actual power generation amount Gr, which is the amount of power actually generated by the generator 4, becomes the required power generation amount Gq. After changing the actual power generation amount Gr, the vehicle control device 20 advances the process to step S1.

[0031] If the vehicle control device 20 determines in step S3 that the hydraulic pressure P is not stable (NO in step S3), the vehicle control device 20 proceeds to the process in step S1 and does not execute the hydraulic pressure reduction process until the conditions in steps S1 to S3 are met.

[0032] When the vehicle control device 20 determines in step S6 that the hydraulic pressure is not being reduced (NO in step S6), the process proceeds to step S1.

[0033] 4, if the engine speed NE is constant, the required power generation amount Gq is constant, and the hydraulic pressure P is stable, the vehicle control device 20 reduces the hydraulic pressure P from the first hydraulic pressure P1 to the second hydraulic pressure P2 at time t2. As shown from time t2 to time t3, the vehicle control device 20 maintains the hydraulic pressure P at the second hydraulic pressure P2 when the engine speed NE is constant, the required power generation amount Gq by the generator 4 is constant, and the hydraulic pressure of the engine 2 is stable.

[0034] When the required power generation amount Gq increases at time t3, the vehicle control device 20 executes a hydraulic pressure recovery process to return the hydraulic pressure P from the second hydraulic pressure P2 to the first hydraulic pressure P1 before the hydraulic pressure reduction. When the hydraulic pressure returns to the first hydraulic pressure P1 at time t4, the vehicle control device 20 increases the actual power generation amount Gr and increases the engine speed NE. This causes the hydraulic pressure P to rise to the first hydraulic pressure P1 (P1A in FIG. 4).

[0035] As shown from time t5 to time t6, the engine speed NE is constant, the required power generation amount Gq is constant, and the oil pressure P is stable. As shown from time t6 to time t7, the vehicle control device 20 executes an oil pressure reduction process to reduce the oil pressure P from the increased first oil pressure P1 to the second oil pressure P2 (P2A in FIG. 4). At this time, the reduction amount ΔP of the oil pressure P from time t6 to time t7 is larger than the reduction amount ΔP of the oil pressure P from time t2 to time t3.

[0036] As shown in Fig. 5, the reduction amount ΔP of the hydraulic pressure P increases as the engine speed NE in a stable state increases. In this embodiment, the engine speed NE increases as the actual power generation amount Gr (or the required power generation amount Gq) increases. Therefore, the reduction amount ΔP increases as the actual power generation amount Gr increases. By changing the reduction amount ΔP in this way, the energy consumption by the pump 5 can be suppressed more effectively as the actual power generation amount Gr increases.

[0037] As shown in Fig. 4, when the required power generation amount Gq increases at time t7, the vehicle control device 20 executes a hydraulic pressure recovery process from time t7 to time t8 to return the hydraulic pressure from the second hydraulic pressure P2 (P2A in Fig. 4) to the first hydraulic pressure P1 (P1A in Fig. 4), similar to the process from time t3 to time t4. Furthermore, when the hydraulic pressure returns to the first hydraulic pressure P1 at time t8, as shown from time t8 to time t9, the vehicle control device 20 increases the actual power generation amount Gr and increases the engine speed NE. This causes the hydraulic pressure P to rise to the first hydraulic pressure P1 (P1B in Fig. 4).

[0038] As shown from time t9 to time t10, the engine speed NE is constant, the required power generation amount Gq is constant, and the oil pressure P is stable. As shown from time t10 to time t11, the vehicle control device 20 executes an oil pressure reduction process to reduce the oil pressure P from the increased first oil pressure P1 to the second oil pressure P2 (P2B in FIG. 4). At this time, the reduction amount ΔP of the oil pressure P from time t9 to time t10 is larger than the reduction amount ΔP of the oil pressure P from time t6 to time t7.

[0039] If the required power generation amount Gq decreases at time t11, the vehicle control device 20 executes a hydraulic pressure recovery process to return the hydraulic pressure from the second hydraulic pressure P2 (P2B in FIG. 4) to the first hydraulic pressure P1 (P1B in FIG. 4) from time t11 to time t12. Furthermore, when the hydraulic pressure returns to the first hydraulic pressure P1 at time t12, as shown from time t12 to time t13, the vehicle control device 20 reduces the actual power generation amount Gr and reduces the engine speed NE. This causes the hydraulic pressure P to drop to the first hydraulic pressure P1 (P1C in FIG. 4). In this way, the vehicle control device 20 executes the hydraulic pressure recovery process even when the required power generation amount Gq drops. This suppresses seizure when the rotation of the engine 2 is reduced.

[0040] In this way, the vehicle control device 20 can reduce energy consumption by the pump 5 during the power generation mode by executing the hydraulic pressure reduction process according to the required power generation amount Gq. This allows the control system 1 of the vehicle C to reduce fuel consumption. Furthermore, when the required power generation amount Gq changes, the vehicle control device 20 can prevent the sliding parts of the engine 2 from seizing by executing the hydraulic pressure recovery process.

[0041] <Second embodiment> Next, a control procedure executed by the vehicle control device 20 in the second embodiment will be described with reference to the flowchart of Fig. 6. Note that the configuration of the control system 1 of the vehicle C in the second embodiment is similar to that in the first embodiment, and therefore the description thereof will be omitted.

[0042] In step S201, the vehicle control device 20 judges the running state. In judging the running state, the vehicle control device 20 judges, for example, the following contents. Whether or not the brake pedal (not shown) has been switched to the off state. An image of the exterior of vehicle C is captured by a camera (not shown) to determine whether the traffic light has changed from red to green. - Whether the vehicle in front has started moving or not. -Whether the requirements for switching from series mode to parallel mode have been met. Whether the vehicle is parked or moving. When the vehicle control device 20 determines the traveling state, the process proceeds to step S202.

[0043] In step S202, the vehicle control device 20 predicts a change in the required power generation amount Gq according to the traveling state of the vehicle C. In this embodiment, it is determined whether or not the prediction that the required power generation amount Gq will increase is established by determining the traveling state. For example, in the following cases, the vehicle control device 20 determines that the prediction that the required power generation amount Gq will increase is established. The brake pedal (not shown) has been switched to the off position. The exterior of vehicle C was captured by a camera (not shown) and the traffic light changed from red to green. - The car in front has started moving. -Switched from series mode to parallel mode. -The vehicle is moving. When the vehicle control device 20 determines in step S202 that the prediction that the required power generation amount Gq will increase is not established based on the traveling state determination (step S202 NO), the vehicle control device 20 advances the process to step S203.

[0044] In step S203, the vehicle control device 20 determines whether or not the vehicle control device 20 is in the external power supply mode. When the vehicle control device 20 detects that the connector 18a is connected to an external device, the vehicle control device 20 may determine that the vehicle control device 20 is in the external power supply mode. When the vehicle control device 20 determines that the vehicle control device 20 is in the external power supply mode (YES in step S203), the vehicle control device 20 advances the process to step S204.

[0045] In step S204, the vehicle control device 20 predicts the power consumption of the external device connected to the connector 18a and determines whether the power consumption is equal to or greater than a predetermined power consumption. The vehicle control device 20 may detect the amount of power flowing through the power supply device 18 and predict the power consumption. If the vehicle control device 20 determines that the power consumption is less than the predetermined power consumption (NO in step S204), the vehicle control device 20 proceeds to step S205. In other words, if there is no possibility that the required power generation amount Gq will increase depending on the traveling state and the required power generation amount Gq will not increase even in the external power supply mode, the vehicle control device 20 proceeds to step S205.

[0046] In step S205, the vehicle control device 20 determines whether or not the engine speed NE of the engine 2 is constant and the hydraulic pressure P is stable. If the vehicle control device 20 determines that the engine speed NE of the engine 2 is constant and the hydraulic pressure P is stable (YES in step S205), the vehicle control device 20 proceeds to the process in step S206.

[0047] In step S206, the vehicle control device 20 determines whether a predetermined period of time has elapsed since determining whether the engine speed NE of the engine 2 is constant and the hydraulic pressure P is stable (i.e., since executing the process of step S205). If the vehicle control device 20 determines that the predetermined period of time has elapsed, the vehicle control device 20 proceeds to the process of step S207.

[0048] In S207, the vehicle control device 20 executes a hydraulic pressure reduction process to reduce the hydraulic pressure P from the first hydraulic pressure P1 to the second hydraulic pressure P2. In this way, since a sudden increase or decrease in the required power generation amount Gq is unlikely to occur during the external power supply mode, the vehicle control device 20 delays the timing of the hydraulic pressure reduction process for a predetermined period. This makes it possible to suppress frequent increases and decreases in the hydraulic pressure P due to the hydraulic pressure reduction process. As a result, it is easy to prevent seizure of the sliding parts. After executing the hydraulic pressure reduction process, the vehicle control device 20 proceeds to step S208.

[0049] In S208, the vehicle control device 20 maintains the hydraulic pressure P at the second hydraulic pressure P2 until the standby time T has elapsed, and proceeds to the process of step S201.

[0050] If the vehicle control device 20 determines in step S202 that the prediction that the required power generation amount Gq will increase based on the traveling state determination has been established (YES in step S202), the vehicle control device 20 advances the process to step S209.

[0051] In step S209, the vehicle control device 20 determines whether the hydraulic pressure P is reduced to the second hydraulic pressure P2 (hydraulic pressure reduction in progress). If the vehicle control device 20 determines that the hydraulic pressure P is reduced to the second hydraulic pressure P2 (YES in step S209), the vehicle control device 20 advances the process to step S210.

[0052] In step S210, the vehicle control device 20 executes a return process to return the hydraulic pressure P from the second hydraulic pressure P2 to the first hydraulic pressure P1. After executing the return process, the vehicle control device 20 proceeds to step S211. In this way, the vehicle control device 20 executes the hydraulic pressure return process by predicting a change in the required power generation amount Gq from the state of the vehicle C. That is, the vehicle control device 20 executes the hydraulic pressure return process without waiting for an increase in the required power generation amount Gq. This allows the hydraulic pressure return process to be executed more quickly than if the hydraulic pressure return process were executed after the required power generation amount Gq has increased. As a result, the vehicle control device 20 can easily suppress seizure of the sliding parts.

[0053] In step S211, the vehicle control device 20 causes the generator 4 to generate power so that the actual power generation amount Gr, which is the amount of power actually generated by the generator 4, becomes the required power generation amount Gq. After changing the actual power generation amount Gr, the vehicle control device 20 advances the process to step S201.

[0054] When the vehicle control device 20 determines in step S203 that the vehicle control device 20 is not in the external power supply mode (NO in step S203), the vehicle control device 20 advances the process to step S201.

[0055] When the vehicle control device 20 determines in step S205 that the engine speed NE of the engine 2 is not constant and the hydraulic pressure P is not stable (NO in step S205), the vehicle control device 20 advances the process to step S201.

[0056] When the vehicle control device 20 determines in step S206 that the predetermined period has not elapsed (step S206 NO), the vehicle control device 20 advances the process to step S205 and executes the hydraulic pressure reduction process until the predetermined period has elapsed.

[0057] If the vehicle control device 20 determines in step S209 that the hydraulic pressure P is not in a state where it has been reduced to the second hydraulic pressure P2 (the hydraulic pressure is not being reduced), the vehicle control device 20 advances the process to step S201.

[0058] As described above, according to the present disclosure, it is possible to provide a control system 1 for a vehicle C that is capable of reducing fuel consumption.

[0059] <Other embodiments> Although the embodiment of the present disclosure has been described above, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the gist of the invention. In particular, the multiple modifications described in this specification can be arbitrarily combined as necessary.

[0060] (a) In the above first embodiment, the series mode has been described as an example of the power generation mode, but the present disclosure is not limited to this. The power generation mode may be any mode as long as the engine 2 drives the generator 4 to generate power.

[0061] (b) In the above second embodiment, examples in which the prediction that the required power generation amount Gq increases are realized are listed and described, but the present disclosure is not limited thereto. Examples in which the required power generation amount Gq increases may be other than the listed examples. [Explanation of symbols]

[0062] 1: Control system, 2: Engine, 4: Generator, 5: Pump 6: driving battery, 18: power supply device, 18a: connector, 20: vehicle control device C: Vehicle, Gq: Required power generation, Gr: Actual power generation NE: Engine RPM, P: Oil pressure, P1: First oil pressure, P2: Second oil pressure

Claims

1. An engine mounted in a vehicle; a generator driven by the engine; A pump for adjusting the oil pressure of the engine; a control device for controlling the vehicle to a power generation mode in which the engine drives a generator; Equipped with When an amount of power generated by the generator is constant during the power generation mode and the oil pressure of the engine is stable, the control device operates the pump to reduce the oil pressure from a first oil pressure to a second oil pressure lower than the first oil pressure. Vehicle control system.

2. When the amount of power generation changes in the state of the second hydraulic pressure, the hydraulic pressure is returned to the first hydraulic pressure, and then an actual amount of power generation, which is the amount of power actually generated by the generator, is changed. The vehicle control system according to claim 1 .

3. predicting a change in the amount of power generation according to a running state of the vehicle; The vehicle control system according to claim 2 .

4. an external power supply device capable of supplying electric power generated by the generator to an external device of the vehicle; a connector electrically connected to the external device; Further equipped with When the connector is connected to the external device, the control device reduces the hydraulic pressure from the first hydraulic pressure to the second hydraulic pressure after a predetermined period of time has elapsed. The vehicle control system according to claim 1 .

5. The control device predicts power consumption of the external device, When the power consumption is equal to or greater than a predetermined power consumption, the hydraulic pressure is returned from the second hydraulic pressure to the first hydraulic pressure. The vehicle control system according to claim 4.

6. changing the second hydraulic pressure in response to a rotation speed of the engine; A vehicle control system according to any one of claims 1 to 5.

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