Vehicle control system

Abstract

To provide a vehicle control device that can ensure a long power supply time. [Solution] When the vehicle is stopped and power is being supplied to another device, if the remaining charge of the energy storage device falls below a predetermined lower threshold, power supply charging control is executed, which starts the engine and charges the energy storage device by generating power with the generator. On the other hand, when the vehicle is stopped and power is being supplied to another device, if the remaining charge of the energy storage device rises above a predetermined upper threshold, which is greater than a predetermined lower threshold, power supply charging control is executed, which stops the engine and stops the generator from generating power. When the engine is operated while power supply charging control is being executed, the engine's operating point is set to a predetermined high-efficiency operating point that prioritizes improving operating efficiency over reducing noise and vibration. This improves fuel efficiency compared to when the engine is operated at an operating point that prioritizes reducing noise and vibration.

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle capable of supplying power to a device different from in-vehicle devices.

Background Art

[0002] A control device for a vehicle including an engine, a generator that generates electric power by the power of the engine, a power storage device that stores the generated electric power of the generator, and a power supply device that supplies the stored electric power of the power storage device to a device different from in-vehicle devices is well known. For example, the vehicle described in Patent Document 1 is such a vehicle. Patent Document 1 discloses that by raising the charge completion threshold value of the remaining charge amount during external power supply, the generated electric power for charging the power storage device is increased, the frequency of engine drive stop is reduced, and the fuel efficiency during external power supply is improved.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Improving the fuel efficiency during power supply to a different device leads to an increase in the power supply available time. In the technology described in Patent Document 1, when the engine is driven to charge the power storage device by the power generation of the generator during external power supply, the engine is operated in a uniform manner. Therefore, depending on the operation mode of the engine during power supply, there is room to increase the power supply available time.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to provide a control device for a vehicle capable of ensuring a long power supply available time.

Means for Solving the Problems

[0006] The gist of the first invention is a control device for a vehicle comprising: (a) an engine, a generator that generates electricity using the power of the engine, a power storage device that stores the electricity generated by the generator, and a power supply device that supplies the electricity stored in the power storage device to a separate device different from the on-board equipment, (b) a power supply control unit that performs power supply-time charging control, which, when the vehicle is stopped with its driving function stopped and power is being supplied to the separate device in connection with the connection of the separate device to the power supply device, starts the engine to charge the power storage device by generating electricity with the generator when the remaining charge of the power storage device falls below a predetermined lower threshold, while stopping the engine and stopping the power generation when the remaining charge becomes greater than or equal to a predetermined upper threshold which is greater than the predetermined lower threshold, and (c) when the power supply control unit operates the engine while the power supply-time charging control is being performed, sets the operating point of the engine, which is defined by torque and rotational speed, to a predetermined high-efficiency operating point that prioritizes improving operating efficiency over reducing noise and vibration. [Effects of the Invention]

[0007] According to the first invention, when the vehicle is stopped and power is being supplied to another device, if the remaining charge of the energy storage device falls below a predetermined lower threshold, power supply charging control is performed, which starts the engine and charges the energy storage device by generating power with the generator. On the other hand, when the vehicle is stopped and power is being supplied to another device, if the remaining charge of the energy storage device rises above a predetermined upper threshold, which is greater than a predetermined lower threshold, power supply charging control is performed, which stops the engine and stops the generator from generating power. When the engine is operated while power supply charging control is being performed, the engine's operating point is set to a predetermined high-efficiency operating point that prioritizes improving operating efficiency over reducing noise and vibration. As a result, during power supply charging control, the engine is operated at an operating point that prioritizes improving operating efficiency over reducing noise and vibration, which improves fuel efficiency compared to when the engine is operated at an operating point that prioritizes reducing noise and vibration. Therefore, a longer power supply time can be secured. [Brief explanation of the drawing]

[0008] [Figure 1] This diagram illustrates the schematic configuration of a vehicle to which the present invention is applied, and further illustrates the main parts of the control functions and control systems for various control functions in the vehicle. [Figure 2] This diagram illustrates the repeated starting and stopping of the engine when power supply control is performed while the vehicle is stationary. [Figure 3] This diagram illustrates the predetermined high-efficiency operating point and the predetermined NV suppression operating point. [Figure 4] This flowchart explains the key aspects of the control operation of an electronic control unit, specifically the control operation to ensure a long power supply time. [Figure 5] This figure shows an example of a time chart when the control operation shown in the flowchart in Figure 4 is performed. [Modes for carrying out the invention]

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Examples]

[0010] Figure 1 is a diagram illustrating the schematic configuration of a vehicle 10 to which the present invention is applied, and illustrates the main parts of the control functions and control systems for various controls in the vehicle 10. In Figure 1, the vehicle 10 includes wheels 20, a drive unit 30, a battery 40, an external power supply device 50, an in-vehicle power supply device 60, and an electronic control device 70.

[0011] The drive unit 30 includes an engine 32, a first electric motor MG1, a second electric motor MG2, a power split mechanism 34, a power transmission mechanism 36, and a power control device 38, among other things. The drive unit 30 drives the wheels 20.

[0012] Engine 32 is a known internal combustion engine. The engine torque Te of engine 32 is controlled by the electronic control device 70. The first electric motor MG1 and the second electric motor MG2 are each known rotating electric machines, so-called motor generators. The first electric motor MG1's torque Tmg1 is controlled by the power control device 38 controlled by the electronic control device 70. The second electric motor MG2's torque Tmg2 is controlled by the power control device 38 controlled by the electronic control device 70.

[0013] The power split mechanism 34 is a known single-pinion type planetary gear system that mechanically splits the power of the engine 32 input to the carrier, for example, to a sun gear and a ring gear. A first electric motor MG1 is connected to the sun gear in a power-transmitting manner. In the power split mechanism 34, the reaction force of the engine torque Te is borne by the first electric motor torque Tmg1, thereby directly transmitting torque to the ring gear. The ring gear is the output rotating member of the power split mechanism 34, and a second electric motor MG2 is connected to it in a power-transmitting manner. The second electric motor MG2 is driven by the power generated by the first electric motor MG1 and / or power from the battery 40. By controlling the operating state of the first electric motor MG1, the differential state of the power split mechanism 34 is controlled, thereby configuring a known electric continuously variable transmission. The battery 40 is a rechargeable DC power source and is a high-voltage battery for driving.

[0014] The power transmission mechanism 36 includes, for example, a differential gear and a drive shaft. The power transmission mechanism 36 transmits the power output from the power split mechanism 34 and / or the power output from the second electric motor MG2 to the wheels 20.

[0015] The power control device 38 includes, for example, an inverter. The power control device 38 is electrically connected to each of the first motor MG1 and the second motor MG2. The power control device 38 is electrically connected to the battery 40. The power control device 38 controls the power exchanged between the battery 40 and each of the first motor MG1 and the second motor MG2. The power control device 38 converts the DC power from the battery 40 into AC power to drive the first motor MG1 and the second motor MG2. The power control device 38 converts the AC power generated by each of the first motor MG1 and the second motor MG2 into DC power and supplies it to the battery 40.

[0016] The external power supply device 50 includes an inlet 52, a power supply unit 54, and power wiring 56, etc. The inlet 52 is provided on the outer surface 12 of the vehicle body, i.e., the vehicle 10, so as to be connectable to the external equipment 100. The inlet 52 is the external socket of the present invention to which the external equipment 100 is connected. The external equipment 100 is a separate device different from the in-vehicle equipment, and in particular, a separate device outside the vehicle 200. The external equipment 100 is, for example, an electrical device provided outside the vehicle 200, and / or an electrical device used outside the vehicle 200. The in-vehicle equipment is, for example, an electrical device mounted on the vehicle 10 that consumes power from the battery 40 and / or an electrical device that supplies power to the battery 40. The in-vehicle equipment is, for example, a first motor MG1 and a second motor MG2. Alternatively, the in-vehicle equipment is, for example, an electric compressor, communication equipment, audio equipment, and / or a display 90, which will be described later. The power supply unit 54 is a device interposed in the power wiring 56 connecting the battery 40 and the inlet 52, and is activated when power is supplied to the external device 100. The power supply unit 54 is a power conversion device that converts AC power to DC power, for example, when the output from the inlet 52 is AC power. The power supply unit 54 is a DC relay that is controlled to either a conduction state or an interruption state, for example, when the output from the inlet 52 is DC power. The external power supply device 50 is a power supply device of the present invention that supplies the stored power of the battery 40 to the external device 100. It is also possible to connect an external power source that outputs AC power or DC power to the external power supply device 50. For example, if an external power source that outputs AC power can be connected to the external power supply device 50, the power supply unit 54 is an AC charger. Alternatively, if an external power source that outputs DC power can be connected to the external power supply device 50, the power supply unit 54 is a DC relay.

[0017] The in-vehicle power supply device 60 includes a power conversion unit 62, an outlet 64, etc. The power conversion unit 62 is a device that converts the DC power of the battery 40, which is connected to the battery 40, into AC power. The outlet 64 is a power supply port connected to the power conversion unit 62 and capable of outputting the AC power from the power conversion unit 62. The outlet 64 is provided in the vehicle interior 14 so as to be connectable to the electrical appliance 110. The outlet 64 is the vehicle interior insertion port of the present invention to which the electrical appliance 110 is connected. The electrical appliance 110 is a separate device different from the in-vehicle devices. The electrical appliance 110 is, for example, an electrical device brought into the vehicle interior 14 and / or an electrical device used outside the vehicle 200. The in-vehicle power supply device 60 is the power supply device of the present invention that supplies the stored power of the battery 40 to the electrical appliance 110.

[0018] The electronic control unit 70 is a controller that executes various controls of the vehicle 10. The electronic control unit 70 is configured to include a so-called microcomputer including, for example, a CPU, a RAM, a ROM, an input / output interface, etc. The electronic control unit 70 performs various controls of the vehicle 10 by the CPU performing signal processing according to a program stored in the ROM in advance while using the temporary storage function of the RAM. The electronic control unit 70 is the control device of the present invention.

[0019] Various signals etc. based on detection signals from various sensors etc. provided in the vehicle 10 are input to the electronic control unit 70. The various sensors etc. are, for example, an engine rotation speed sensor 80, a first motor rotation speed sensor 82, a second motor rotation speed sensor 84, a battery sensor 86, etc. The various signals etc. are, for example, an engine rotation speed Ne, a first motor rotation speed Nmg1, a second motor rotation speed Nmg2, a battery temperature THbat, a battery charge / discharge current Ibat, a battery voltage Vbat, etc.

[0020] [[ID=ll]] The engine rotational speed Ne is a signal representing the rotational speed of the engine 32. The first motor rotational speed Nmg1 is a signal representing the rotational speed of the first motor MG1. The second motor rotational speed Nmg2 is a signal representing the rotational speed of the second motor MG2. The battery temperature THbat is a signal representing the temperature of the battery 40. The battery charge / discharge current Ibat is a signal representing the current input to the battery 40 and the current output from the battery 40. The battery voltage Vbat is a signal representing the voltage of the battery 40.

[0021] Various command signals and the like are output from the electronic control unit 70 to each device and the like provided in the vehicle 10. Each device and the like is, for example, the engine 32, the power control unit 38, the power supply unit 54, the power conversion unit 62, the display 90, and the like. The display 90 is a display device that displays, for example, selectable menus, notifications, guidance, and the like. The various command signals and the like are, for example, the engine control command signal Se, the first motor control command signal Smg1, the second motor control command signal Smg2, the external power supply control command signal Ssplos, the in-vehicle power supply control command signal Ssplis, the display control command signal Sdisp, and the like. The display control command signal Sdisp is a command signal for controlling the display content of the display 90. Incidentally, a long mode on signal Slong as a signal representing information selected by the user on the display 90 is input from the display 90 to the electronic control unit 70.

[0022] The electronic control unit 70 includes a power supply control unit 72. When the vehicle is stopped and its running function is stopped, if an external device 100 is connected to the inlet 52, the power supply control unit 72 outputs an external power supply control command signal Ssplos to execute power supply control CNspl, which enables power supply to the external device 100. When the vehicle is stopped and its running function is stopped, if an electrical appliance 110 is connected to the outlet 64, the power supply control unit 72 outputs an in-vehicle power supply control command signal Ssplis to execute power supply control CNspl, which enables power supply to the electrical appliance 110. In this way, when the vehicle is stopped and its running function is stopped, the power supply control unit 72 executes power supply control CNspl to supply power to other devices (external device 100, electrical appliance 110) when those devices are connected to the power supply device (external power supply device 50, in-vehicle power supply device 60). In this embodiment, executing power supply control CNspl while the vehicle is stopped with the driving function deactivated is referred to as executing power supply control CNsplsp while stopped. Power supply to another device is synonymous with supplying stored power from the battery 40 to another device. Stopping with the driving function deactivated does not mean simply stopping with the accelerator off and the brake on, for example, when the driving function is working and the vehicle 10 can move if the brake is off and the accelerator is on. Stopping with the driving function deactivated means stopping in a state where the vehicle 10 cannot move even if the brake is off and the accelerator is on. Power supply to the electrical appliance 110 is also possible, for example, while driving or while stopped with the driving function working.

[0023] When the stationary power supply control CNsplsp is executed, the remaining charge state (SOC) of the battery 40 is reduced. It is desirable that the remaining charge state (SOC) of the battery 40 be maintained within a predetermined range. When the stationary power supply control CNsplsp is executed, the power supply control unit 72 repeatedly starts and stops the engine 32 to maintain the remaining charge state (SOC) of the battery 40 within a predetermined range using the power generated by the first electric motor MG1. The remaining charge state (SOC) of the battery 40 is a value that indicates the charge state of the battery 40. The electronic control unit 70 calculates the remaining charge state (SOC) [%] based on, for example, the battery charge / discharge current Ibat and the battery voltage Vbat. The electronic control unit 70 calculates the input power Win [W] and output power Wout [W] of the battery 40 based on, for example, the battery temperature THbat and the remaining charge state (SOC).

[0024] Figure 2 illustrates the repeated starting and stopping of the engine 32 when the stationary power supply control CNsplsp is executed. In Figure 2, when the stationary power supply control CNsplsp is executed, if the engine 32 is stopped and the first electric motor MG1 is not generating power, the remaining charge state of charge (SOC) of the battery 40 is reduced (see before time t1, time t2-t3, etc.). When the remaining charge state of charge (SOC) falls below the lower limit (SOClow) due to the reduction in the remaining charge state of charge (SOC), the engine 32 is started (see time t1, time t3, etc.). When the engine 32 is started, the power from the engine 32 is used to generate power for the first electric motor MG1. When the power generated by the first electric motor MG1 charges the battery 40, the remaining charge state of charge (SOC) is increased (see time t1-t2, time t3-t4, etc.). When the remaining charge SOC increases to an upper limit SOChi or higher, the engine 32 is stopped (see time t2, t4, etc.). Alternatively, when the amount of fuel reduced during engine 32 operation falls below a known fuel level warning light illumination threshold, the engine 32 is stopped (see time t12). As a result, while the stationary power supply control CNsplsp is being executed, the remaining charge SOC is maintained within a predetermined range between the lower limit SOClow and the upper limit SOChi. The lower limit SOClow is a predetermined lower threshold that defines the lower limit of the range in which the remaining charge SOC is maintained. The lower limit SOClow is a predetermined charging start threshold for starting charging of the battery 40. The upper limit SOChi is a predetermined upper threshold that is greater than the lower limit SOClow, which defines the upper limit of the range in which the remaining charge SOC is maintained. The upper limit remaining charge SOChi is a predetermined charging termination threshold for ending the charging of battery 40.

[0025] When the power supply control unit 72 is executing the stationary power supply control CNsplsp, if the remaining charge level (SOC) of the battery 40 falls below the lower limit (SOClow), it starts the engine 32 to charge the battery 40 using the power generated by the first electric motor MG1. On the other hand, when the power supply control unit 72 is executing the stationary power supply control CNsplsp, if the remaining charge level (SOC) of the battery 40 falls above the upper limit (SOChi), it stops the engine 32 and stops the power generation of the first electric motor MG1. In this embodiment, the execution of charging the battery 40 using the power generated by the first electric motor MG1 and the stopping of the power generation of the first electric motor MG1, which are performed by starting and stopping the engine 32 when the stationary power supply control CNsplsp is being executed, are referred to as power supply charging control CNchgspl.

[0026] The first electric motor MG1 is a generator of the present invention that generates electricity using the power of the engine 32. The battery 40 is a power storage device of the present invention that stores the power generated by the first electric motor MG1. The battery 40 can also store power generated by the regenerative braking of the second electric motor MG2, for example. Therefore, the power stored in the battery 40 that is supplied to other equipment (external equipment 100, electrical appliance 110) in the stationary power supply control CNsplsp includes power stored from the power generated by the second electric motor MG2.

[0027] Assuming that the stationary power supply control CNsplsp is executed in emergencies, it is desirable that the execution time of the stationary power supply control CNsplsp be extended. When the power supply control unit 72 operates the engine 32 while the power supply charge control CNchgspl is being executed, it sets the engine operating point PTeng to a predetermined high-efficiency operating point PTengef. The engine operating point PTeng is the operating point of the engine 32 defined by the engine torque Te and the engine rotational speed Ne. The predetermined high-efficiency operating point PTengef is a predetermined engine operating point PTeng that prioritizes improving driving efficiency over reducing NV, for example. "NV" is a general term for noise and vibration generated in the vehicle 10. "NV" includes, for example, gear noise (rattling noise is synonymous), booming noise, vibration, etc.

[0028] Assuming that the stationary power supply control CNsplsp can be executed even outside of emergencies, NV may be suppressed while the stationary power supply control CNsplsp is being executed. The power supply control unit 72 can set two power supply modes, a high-efficiency mode and an NV suppression mode, as the power supply mode when executing the stationary power supply control CNsplsp. The high-efficiency mode is a power supply mode that prioritizes improving driving efficiency over reducing NV. The high-efficiency mode is a long mode in which, while the stationary power supply control CNsplsp is being executed, improved fuel efficiency of the engine 32 is prioritized over improved NV performance, and the execution time of the stationary power supply control CNsplsp is extended. The NV suppression mode is a power supply mode that prioritizes reducing NV over improving driving efficiency. The NV suppression mode is a normal mode in which, while the stationary power supply control CNsplsp is being executed, improved NV performance is prioritized over improved fuel efficiency of the engine 32, and NV is suppressed. NV performance is the performance against NV, which is the performance in suppressing the generation of NV.

[0029] The power supply control unit 72 sets the engine operating point PTeng to a predetermined high-efficiency operating point PTengef when the power supply mode is the high-efficiency mode. When the power supply mode is the NV suppression mode, the power supply control unit 72 sets the engine operating point PTeng to a predetermined NV suppression operating point PTengnv. The predetermined NV suppression operating point PTengnv is a predetermined engine operating point PTeng that prioritizes NV reduction over improving operating efficiency, for example. The predetermined NV suppression operating point PTengnv is set to be on the higher rotational speed and lower torque side relative to the predetermined high-efficiency operating point PTengef, for example.

[0030] Figure 3 illustrates a predetermined high-efficiency operating point PTengef and a predetermined NV suppression operating point PTengnv. In Figure 3, the solid line representing the optimal fuel consumption line Lef is a series of predetermined fuel-efficient points, for example, the engine operating point PTeng that is optimal for improving the fuel efficiency of engine 32. The fuel-efficient points are shown as an example of the predetermined high-efficiency operating point PTengef. The dashed line representing the NV suppression line Lnv is a series of predetermined NV suppression operating points PTengnv, for example, the engine operating point PTeng that prioritizes NV reduction over improvement of driving efficiency compared to the optimal fuel consumption line Lef. The NV suppression line Lnv is a predetermined operating line for engine 32 that is disadvantageous in terms of fuel efficiency improvement but advantageous in terms of NV suppression compared to the optimal fuel consumption line Lef. The NV suppression line Lnv is set to be on the higher rotation and lower torque side compared to the optimal fuel consumption line Lef.

[0031] In Figure 3, the dashed-dot line Lpedem represents a series of points where the required engine power Pedem is equal. The required engine power Pedem is the required value of engine power Pe. Engine power Pe is the power of engine 32. The amount of power generated by the first electric motor MG1 (input power of battery 40) that is greater than the power supplied to other equipment (output power of battery 40) is stored in battery 40, increasing the remaining charge state of charge (SOC). In other words, the amount of power stored in battery 40 is such that the input side of the power balance becomes positive. The required engine power Pedem in the power supply charge control CNchgspl is calculated as a value that realizes the amount of power such that the input side of the power balance becomes positive, for example, so that the remaining charge state of charge (SOC) increases at a predetermined gradient. Therefore, the required engine power Pedem is set to a variable value based on, for example, the power supplied to other equipment. In this case, for the portion of power where the input side of the power balance is positive, the input power Win of the battery 40 may be considered, and for power supplied to other devices, the output power Wout of the battery 40 may be considered. Also, the required engine power Pedem may be set within the upper limit of the engine power Pe predetermined considering the heat discharged from the engine 32. When the power supply mode is the high-efficiency mode, the engine operating point PTeng is set to a predetermined high-efficiency operating point PTengef on the optimal fuel efficiency line Left in order to achieve the required engine power Pedem. When the power supply mode is the NV suppression mode, the engine operating point PTeng is set to a predetermined NV suppression operating point PTengnv on the NV suppression line Lnv in order to achieve the required engine power Pedem.

[0032] The predetermined high-efficiency operating point PTengef does not necessarily have to be set on the optimal fuel efficiency line Lef. The predetermined high-efficiency operating point PTengef may be set on the fuel efficiency line Lefb, for example, shown by the dashed line in Figure 3. The fuel efficiency line Lefb is a sequence of predetermined high-efficiency operating points PTengef that are predetermined as engine operating points PTeng suitable for improving the fuel efficiency of engine 32. The fuel efficiency line Lefb is set, for example, in the region between the optimal fuel efficiency line Lef and the NV suppression line Lnv. The fuel efficiency line Lefb is set at a higher rotation speed and lower torque than the optimal fuel efficiency line Lef, but at a lower rotation speed and higher torque than the NV suppression line Lnv. The fuel efficiency line Lefb is a sequence of predetermined high-efficiency operating points PTengef that are predetermined as engine operating points PTeng that prioritize improving driving efficiency over reducing NV compared to the NV suppression line Lnv.

[0033] From a durability standpoint, a smaller fluctuation range in the remaining charge (SOC) of the battery 40 is advantageous. On the other hand, when the stationary power supply control CNsplsp is executed, the smaller the fluctuation range of the remaining charge (SOC) due to the power supply charge control CNchgspl, the easier it is to increase the frequency of starting the engine 32. Conversely, if the frequency of starting the engine 32 is reduced, the fuel and power consumed when the engine 32 is cranked are reduced. Alternatively, considering the stationary power supply control CNsplsp executed at night, for example, in the high-efficiency mode, where NV performance tends to worsen compared to the NV suppression mode, it is preferable to avoid running the engine 32 at night as much as possible.

[0034] Therefore, the upper limit remaining charge SOChi used in high-efficiency mode is set to a larger value than the upper limit remaining charge SOChi used in NV suppression mode. When the power supply mode is high-efficiency mode, the power supply control unit 72 executes the power supply charge control CNchgspl using the upper limit remaining charge SOChi, which is set to a larger value than when it is NV suppression mode.

[0035] The power supply mode is selected, for example, by the user. For example, if a screen is displayed on the display 90 that allows the user to select long mode (high efficiency mode), and long mode is selected by the user, a long mode on signal Slong is output from the display 90. The power supply control unit 72 determines whether or not there is an input of the long mode on signal Slong to the electronic control unit 70. If there is no input of the long mode on signal Slong, the power supply control unit 72 sets the power supply mode to NV suppression mode. If there is an input of the long mode on signal Slong, the power supply control unit 72 sets the power supply mode to high efficiency mode.

[0036] Power supply to external equipment 100 via the external power supply device 50 may be performed in emergencies or at other times. When the stationary power supply control CNsplsp is power supply to external equipment 100 via the external power supply device 50, it is desirable that the power supply mode selected by the user be set. When the power supply control unit 72 performs the power supply charging control CNchgspl in conjunction with the connection of external equipment 100 to the inlet 52, it sets the power supply mode selected by the user from among the high-efficiency mode and the NV suppression mode.

[0037] When the vehicle is stopped and its running function is stopped, the power supply to the electrical appliance 110 via the in-vehicle power supply device 60 should be considered in the event of an emergency. When the power supply control CNsplsp while stopped is supplying power to the electrical appliance 110 via the in-vehicle power supply device 60, it is desirable that the power supply mode is always set to high-efficiency mode without accepting user selection of the power supply mode. When the power supply control unit 72 executes the power supply charging control CNchgspl in conjunction with the connection of the electrical appliance 110 to the outlet 64, it sets the power supply mode to high-efficiency mode.

[0038] Figure 4 is a flowchart illustrating the main part of the control operation of the electronic control device 70, and is a flowchart illustrating the control operation to ensure a long power supply time, which is, for example, executed repeatedly.

[0039] In Figure 4, each step in the flowchart corresponds to a function of the power supply control unit 72. First, in step S10 (the step will be omitted hereafter), it is determined whether or not the stationary power supply control CNsplsp is being executed. If the determination in S10 is negative, this routine is terminated. If the determination in S10 is positive, in S20, it is determined whether or not the power supply mode is long mode (high efficiency mode) based on whether or not there is an input of the long mode on signal Slong. If the determination in S20 is positive, in S30, the engine operating point PTeng when the engine 32 is operated while the power supply charging control CNchgspl is being executed is set to a predetermined high efficiency operating point PTengef. Next, in S40, the upper limit remaining amount SOChi is set to a relatively large value. Following S40, this routine is terminated. If the judgment in S20 is rejected, in S50, the engine operating point PTeng, which is used when operating the engine 32 during the execution of the power supply charge control CNchgspl, is set to a predetermined NV suppression operating point PTengnv. Then, in S60, the upper limit remaining amount SOChi is set to a relatively small value. Following S60, this routine is terminated.

[0040] Figure 5 shows an example of a time chart when the control operation shown in the flowchart of Figure 4 is performed. In Figure 5, when the stationary power supply control CNsplsp is being performed, if the remaining charge SOC falls below the lower limit SOClow due to a decrease in the remaining charge SOC, the engine 32 is started (see time t1b). When the engine 32 is started, the power from the engine 32 is used to generate electricity for the first electric motor MG1, and the remaining charge SOC is increased. In the normal mode (NV suppression mode) shown by the dashed line, a smaller upper limit SOChi is set compared to the long mode (high efficiency mode), so the engine 32 is more likely to be stopped (see times t2b, t4b, t7b, and t9b). For this reason, in the normal mode, although the fluctuation range of the remaining charge SOC is relatively small, the frequency of starting the engine 32 is relatively high (see times t3b, t5b, t8b, and t10b). In the long mode, shown by the solid line, a larger upper limit for the remaining fuel capacity SOChi is set compared to the normal mode, making it difficult for the engine 32 to stop (see time t6b). As a result, the frequency of starting the engine 32 is relatively low in the long mode (see time t10b). In addition, in the long mode, the period during which the engine 32 is not operated continuously is longer compared to the normal mode.

[0041] As described above, according to this embodiment, when the stationary power supply control CNsplsp is being executed and the remaining charge SOC falls below the lower limit SOClow, the power supply charging control CNchgspl is executed to start the engine 32 and charge the battery 40. On the other hand, when the stationary power supply control CNsplsp is being executed and the remaining charge SOC becomes equal to or greater than the upper limit SOChi, the power supply charging control CNchgspl is executed to stop the engine 32 and stop the power generation of the first electric motor MG1. When the engine 32 is operated while the power supply charging control CNchgspl is being executed, the engine operating point PTeng is set to a predetermined high-efficiency operating point PTengef. As a result, when the power supply charging control CNchgspl is being executed, the engine 32 is operated at an operating point that prioritizes improving driving efficiency over reducing NV, thus improving fuel efficiency compared to when the engine 32 is operated at an operating point that prioritizes reducing NV. Therefore, a long power supply time can be secured when the stationary power supply control CNsplsp is being executed.

[0042] Furthermore, according to this embodiment, when the power supply mode is the high-efficiency mode, the engine operating point PTeng is set to a predetermined high-efficiency operating point PTengef. As a result, when the power supply mode is the high-efficiency mode, the engine 32 is operated at an operating point that prioritizes improved driving efficiency over reduced NV, thus improving fuel efficiency compared to when the engine 32 is operated at an operating point that prioritizes reduced NV. When the power supply mode is the NV suppression mode, the engine operating point PTeng is set to a predetermined NV suppression operating point PTengnv. As a result, when the power supply mode is the NV suppression mode, the engine 32 is operated at an operating point that prioritizes reduced NV over improved driving efficiency, thus improving NV performance compared to when the engine 32 is operated at an operating point that prioritizes improved driving efficiency.

[0043] Furthermore, according to this embodiment, when the power supply mode is the high-efficiency mode, the power supply charge control CNchgspl is executed using the upper limit remaining charge SOChi, which is set to a larger value than when the NV suppression mode is used. As a result, in the high-efficiency mode, the frequency of starting the engine 32 is reduced, so that the fuel and power consumed when the engine 32 is cranked are reduced, and fuel efficiency can be further improved. Alternatively, in the high-efficiency mode, the period during which the engine 32 is not operated continuously is made relatively long. This is useful when executing the stationary power supply control CNsplsp at night in the high-efficiency mode, which tends to worsen NV performance compared to the NV suppression mode.

[0044] Furthermore, according to this embodiment, when the power supply charging control CNchgspl is executed in conjunction with the connection of the external device 100 to the inlet 52, the power supply mode selected by the user from among the high-efficiency mode and the NV suppression mode is set. This allows the user to choose whether to ensure a long power supply time or improve NV performance when executing the stationary power supply control CNsplsp for the external device 100.

[0045] Furthermore, according to this embodiment, when the charging control CNchgspl is executed in conjunction with the connection of the electrical appliance 110 to the outlet 64, the power supply mode is set to the high-efficiency mode. This ensures a long power supply time when the stationary power supply control CNsplsp is executed for the electrical appliance 110, which is anticipated to occur in emergencies.

[0046] Although embodiments of the present invention have been described in detail above with reference to the drawings, the present invention is also applicable to other embodiments.

[0047] For example, in the above-described embodiment, the present invention can be applied to any vehicle equipped with at least one of the external power supply device 50 and the in-vehicle power supply device 60 as a power supply device. Furthermore, the vehicles to which the present invention can be applied are not limited to the vehicle 10 equipped with the power split mechanism 34. In short, the present invention can be applied to any vehicle equipped with an engine, a generator, a power storage device, and a power supply device.

[0048] Furthermore, in the above-described embodiment, if the power supply mode does not include a high-efficiency mode and an NV suppression mode, and the engine 32 is operated while the power supply charge control CNchgspl is being executed, the engine operating point PTeng may be uniformly set to a predetermined high-efficiency operating point PTengef. In this case, S20, S50, and S60 in the flowchart of Figure 4 may not be provided.

[0049] Furthermore, in the above-described embodiment, the same upper limit remaining charge SOChi value may be used for both the high-efficiency mode and the NV suppression mode. Even in this case, a certain effect can be obtained in that a long power supply time can be secured. In this case, S40 and S60 in the flowchart of Figure 4 may not be provided.

[0050] Furthermore, in the above-described embodiment, when the CNchgspl power supply charge control is executed in conjunction with the connection of the electrical appliance 110 to the outlet 64, the power supply mode selected by the user from among the high-efficiency mode and NV suppression mode may be set. Alternatively, when the CNchgspl power supply charge control is executed in conjunction with the connection of the external device 100 to the inlet 52, the power supply mode may be set to the high-efficiency mode.

[0051] It should be noted that the above-described embodiment is merely one example, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art. [Explanation of Symbols]

[0052] 10: Vehicle 12: Exterior 14: Interior 32: Engine 40: Battery (Energy Storage Device) 50: External Power Supply Device (Power Supply Device) 52: Inlet (External Socket) 60: In-Vehicle Power Supply Device (Power Supply Device) 64: Outlet (In-Vehicle Socket) 70: Electronic Control Unit (Control Unit) 72: Power Supply Control Unit 90: Display (In-Vehicle Equipment) 100: External Equipment (Other Equipment Outside the Vehicle) 110: Electrical Appliance (Other Equipment) 200: Outside the Vehicle MG1: First Motor (Generator, In-Vehicle Equipment) MG2: Second Motor (In-Vehicle Equipment)

Claims

1. A control device for a vehicle comprising an engine, a generator that generates electricity using the power of the engine, a power storage device that stores the electricity generated by the generator, and a power supply device that supplies the electricity stored in the power storage device to a separate device different from the on-board equipment, The power supply control unit includes a power supply control unit that performs power supply-time charging control, which, when the vehicle is stopped with its driving function stopped and power is being supplied to the other device in connection with the connection of the other device to the power supply device, starts the engine and charges the power storage device by generating electricity with the generator if the remaining charge of the energy storage device falls below a predetermined lower threshold, while stopping the engine and stopping the power generation if the remaining charge becomes greater than or equal to a predetermined upper threshold which is greater than the predetermined lower threshold. The vehicle control device is characterized in that, when the power supply control unit operates the engine during the execution of the power supply charging control, it sets the operating point of the engine, which is defined by torque and rotational speed, to a predetermined high-efficiency operating point that prioritizes improving operating efficiency over reducing noise and vibration.

2. The power supply control unit sets the engine's operating point to the predetermined high-efficiency operating point when the power supply mode used for power supply is a high-efficiency mode that prioritizes improving operating efficiency over reducing noise and vibration. The vehicle control device according to claim 1, characterized in that, when the power supply control unit is an NV suppression mode that prioritizes noise and vibration reduction over improvement of driving efficiency, the operating point of the engine is set to a predetermined NV suppression operating point which is higher rotation speed and lower torque than the predetermined high-efficiency operating point, prioritizing noise and vibration reduction over improvement of driving efficiency.

3. The vehicle control device according to claim 2, characterized in that when the power supply mode is the high-efficiency mode, the power supply control unit performs the power supply charging control using the predetermined upper limit threshold, which is set to a larger value than when the NV suppression mode is in use.

4. The power supply device includes an external socket provided on the outer surface of the vehicle to which the external equipment is connected. The vehicle control device according to claim 2 or 3, characterized in that when the power supply control unit performs the power supply charging control in conjunction with the connection of the other device to the external outlet, it sets the power supply mode selected by the user from among the high-efficiency mode and the NV suppression mode.

5. The power supply device includes an in-vehicle socket provided inside the vehicle to which the other device is connected. The vehicle control device according to claim 2 or 3, characterized in that when the power supply control unit performs the power supply charging control in conjunction with the connection of the other device to the in-vehicle socket, the power supply mode is set to the high-efficiency mode.

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