CN105705366B - 车辆、用于车辆的控制器和用于车辆的控制方法 - Google Patents

车辆、用于车辆的控制器和用于车辆的控制方法 Download PDF

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Publication number
CN105705366B
CN105705366B CN201480060404.8A CN201480060404A CN105705366B CN 105705366 B CN105705366 B CN 105705366B CN 201480060404 A CN201480060404 A CN 201480060404A CN 105705366 B CN105705366 B CN 105705366B
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vehicle
electric power
storage device
electrical storage
externally fed
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CN105705366A (zh
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井上敏夫
伏木俊介
本田友明
福井启太
绳田英和
丹羽悠太
大泽泰地
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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Abstract

车辆包括：发动机；第一电动发电机，该第一电动发电机被构造成使用发动机的动力产生电力；蓄电装置，该蓄电装置被构造成存储由第一电动发电机产生的电力；连接部，已经存储在蓄电装置中的电力通过该连接部供应到车辆的外部；以及ECU，该ECU被构造成当蓄电装置的SOC达到预定的启动阈值时启动发动机。ECU将在车辆处于不能行驶的状态并且电力正通过连接部供应到车辆的外部时使用的启动阈值ON2设定成比在车辆处于能行驶的状态时使用的启动阈值ON1小的值。

Description

车辆、用于车辆的控制器和用于车辆的控制方法
技术领域
本发明涉及一种车辆，并且更具体地，涉及一种配备有用于向车辆的外部供应电力的外部供电部的车辆，一种用于车辆的控制器，以及一种用于车辆的控制方法。
背景技术
近年来，能从商用电源充电的***式混合动力车辆是可商购的。***式混合动力车辆也能向车辆外的电气装置、电网等提供电力(下文中也可以称为“外部供电”)(例如，参见日本专利申请公报 No.2007-236023(JP 2007-236023 A))。
当频繁启动发动机时，燃料消耗增加。因此，期望混合动力车辆尽可能多地避免启动发动机，以减少燃料消耗。因而，已经提出了用于判定是否启动混合动力车辆的发动机的技术。例如，在WO 2011/125184中所公开的一种用于混合动力车辆的控制器具有基于允许的放电能力对是否启动内燃机作出判定的判定部。允许的放电能力指示蓄电装置能放出的电力。
在联接到发动机的排气管中提供用于净化排气的催化剂。当催化剂被充分加热时，催化剂实现其净化功能。因而，例如，当发动机启动时，执行用于提高催化剂的温度的预热(下文中也可以称为“催化剂预热”)。例如，当车辆处于用于外部供电的发电模式时，日本专利申请公报No.2000-234539(JP 2000-234539 A)中所公开的用于混合动力车辆的控制器将发动机速度维持在预定水平或更高，以激活催化剂作为排气净化手段。
发明内容
对于混合动力车辆的燃料消耗的减少存在大的需求。在向车辆的外部的电力供应期间，***式混合动力车辆也需要减少燃料消耗。
已经作出本发明以解决以上问题，并且因此，本发明的目的是提供一种能够在向车辆的外部的电力供应期间减少燃料消耗的车辆、一种用于车辆的控制器以及一种用于车辆的控制方法。
在本发明的第一方面，一种车辆包括内燃机、发电机、蓄电装置、外部供电部和控制器。发电机被构造成使用内燃机的动力产生电力。蓄电装置被构造成存储由发电机产生的电力。外部供电部被设置在车辆的外表面中。存储在蓄电装置中的电力通过外部供电部供应到车辆的外部。控制器被构造成当蓄电装置的荷电状态达到预定的下限值时启动内燃机。控制器被构造成将当车辆处于不能行驶的状态时并且在电力通过外部供电部供应到车辆的外部期间使用的下限值设定成比当车辆处于能行驶的状态时使用的下限值小的值。
根据该方面，当车辆处于不能行驶的状态时并且在电力通过外部供电部供应到车辆的外部期间的内燃机的频率小于当车辆处于能行驶的状态时的内燃机的频率。因而，在向车辆的外部的电力供应期间的燃料消耗能被减少。
在该方面，车辆可以进一步包括催化剂装置。催化剂装置被构造成对从内燃机排出的排气进行净化。内燃机使用排气对催化剂装置进行预热。控制器可以禁止通过内燃机对催化剂装置进行预热，直至蓄电装置的荷电状态达到下限值。
根据该方面，即使当重复地启动和停止内燃机时，内燃机也不被启动，除非蓄电装置的荷电状态达到下限值。因而，防止燃料被消耗以对催化剂装置进行预热。因而，在向车辆的外部的电力供应期间的燃料消耗能被进一步减少。
在本发明的第二方面，一种车辆包括内燃机、发电机、蓄电装置、外部供电部和控制器。发电机被构造成使用内燃机的动力产生电力。蓄电装置被构造成存储由发电机产生的电力。外部供电部被设置在车辆的外表面中。存储在蓄电装置中的电力通过外部供电部供应到车辆的外部。
控制器被构造成当车辆处于不能行驶的状态时并且在电力通过外部供电部供应到车辆的外部期间将第二阈值设定为阈值。控制器被构造成当车辆处于能行驶的状态时将第一阈值设定为阈值。第一阈值大于第二阈值。控制器被构造成当蓄电装置的荷电状态达到阈值时启动内燃机。
在本发明的第三方面，一种车辆包括内燃机、发电机、蓄电装置、外部供电部和控制器。发电机被构造成使用内燃机的动力产生电力。蓄电装置被构造成存储由发电机产生的电力。外部供电部被设置在车辆的外表面中。存储在蓄电装置中的电力通过外部供电部供应到车辆的外部。用于车辆的控制器包括ECU。ECU被构造成当蓄电装置的荷电状态达到预定的下限值时启动内燃机。ECU被构造成将当车辆处于不能行驶的状态时并且在电力通过外部供电部供应到车辆的外部期间使用的下限值设定成比当车辆处于能行驶的状态时使用的下限值小的值。
在本发明的第四方面，一种车辆包括内燃机、发电机、蓄电装置、外部供电部和ECU。发电机被构造成使用内燃机的动力产生电力。蓄电装置被构造成存储由发电机产生的电力。外部供电部被设置在车辆的外表面中。存储在蓄电装置中的电力通过外部供电部供应到车辆的外部。用于车辆的控制方法包括当蓄电装置的荷电状态达到预定的下限值时通过ECU启动内燃机。用于车辆的控制方法也包括通过ECU 将当车辆处于不能行驶的状态时并且在电力通过外部供电部供应到车辆的外部期间使用的下限值设定成比当车辆处于能行驶的状态时使用的下限值小的值。
根据本发明，在向车辆的外部的电力供应期间的燃料消耗能被减少。
附图说明
以下将参考附图描述本发明的示例性实施例的特征、优点以及技术和工业意义，在附图中，相同的标记表示相同的元件，并且其中：
图1是示意性图示根据第一实施例的车辆的构造的框图；
图2是示出在第一研究例中的在向车辆的外部供电期间对内燃机的控制的时序图；
图3是示出在第一实施例中的在向车辆的外部供电期间对内燃机的控制的时序图；
图4是示出在第二研究例中的在向车辆的外部供电期间对内燃机的控制的时序图；
图5是示出在第二实施例中的在向车辆的外部供电期间对内燃机的控制的时序图；并且
图6是用于解释图3和图5中所示的时序图中的处理流程的流程图。
具体实施方式
以下将参考附图详述本发明的实施例。在所有图中，相同的或对应的部件以相同的参考标记表示，并且不重复它们的描述。
描述第一实施例。图1是示意性图示根据第一实施例的车辆的构造的框图。参考图1，车辆100是***式混合动力车辆。车辆100包括蓄电装置110、SMR(***主继电器)115、PCU(电力控制单元)120、第一电动发电机130、第二电动发电机135、动力传递齿轮140、驱动轮150、发动机160和ECU(电子控制单元)300。
ECU 300(控制器)接收来自稍后描述的传感器等的信号，并且通过输出信号到车辆100的组成元件来控制车辆100。
发动机160是内燃机，诸如汽油机或者柴油机。
蓄电装置110是被构造成能够充电和放电的DC电源。蓄电装置 110向PCU 120供应用于产生用于驱动车辆100的驱动力的电力。并且，蓄电装置110存储由第一电动发电机130和第二电动发电机135 产生的电力。可以使用诸如锂离子电池或者镍氢电池的二次电池或者诸如双电层电容器的电容器作为蓄电装置110。
蓄电装置110包括电压传感器和电流传感器(均未示出)。电压传感器检测蓄电装置110的电压VB并输出指示电压VB的信号到ECU 300。电流传感器检测蓄电装置110的输入输出电流IB并输出指示输入输出电流IB的信号到ECU 300。ECU 300基于电压VB和输入输出电流IB的检测值计算蓄电装置110的荷电状态(SOC)。
SMR 115电连接在蓄电装置110和PCU 120之间。SMR 115基于来自ECU 300的控制信号SE1切换在蓄电装置110和PCU 120之间的电力的供应和中断。
PCU 120驱动第一电动发电机130和第二电动发电机135。PCU 120包括转换器121、逆变器122和逆变器123。转换器121基于来自 ECU 300的控制信号PWC对从蓄电装置110供应的DC电压进行升压。升压后的DC电压被供应到逆变器122和逆变器123。逆变器122基于来自ECU的控制信号PWI1将来自转换器121的DC电力转换成AC 电力。经逆变器122转换后的AC电力被供应到第一电动发电机130。逆变器123基于来自ECU的控制信号PWI2将来自转换器121的DC 电力转换成AC电力。经逆变器123转换后的AC电力被供应到第二电动发电机135。
第一电动发电机130使用来自逆变器122的电力，来使作为发动机160的输出轴的曲轴(未示出)旋转。结果，第一电动发电机130 启动发动机160。第一电动发电机130的驱动力经由动力传递齿轮140 传递到驱动轮150。第一电动发电机130也使用来自发动机160的已经被动力分配机构(未示出)分配的动力来产生电力。由第一电动发电机130产生的电力经由PCU 120存储在蓄电装置110中。
第二电动发电机135使用来自逆变器123的电力和由第一电动发电机130产生的电力中的至少一个来向驱动轮150提供驱动力。由第二电动发电机135通过再生制动产生的电力经由PCU 120存储在蓄电装置110中。
车辆100具有接通状态和切断状态。当车辆100处于切断状态时， SMR 115处于非导通状态。因而，当车辆100处于切断状态时，没有电力从蓄电装置110供应到第一电动发电机130，并且因此不能启动发动机160。
当车辆100处于切断状态并且换档位置处在停车范围时，当驾驶员在压下制动器踏板(未示出)的同时按电源开关SW时，车辆100 变换到接通状态。当车辆100处于接通状态时，SMR 115处于导通状态。因而，当车辆100处于接通状态时，电力能从蓄电装置110供应到第一电动发电机130以启动发动机160。
车辆100被构造成能够将已经存储在蓄电装置110中的电力供应到外部装置500和电气装置501。车辆100进一步包括逆变器190、出口195、继电器RY10和连接部220作为用于外部供电的手段。
外部装置500和电气装置501不受具体限制，只要它们是以来自车辆100的AC电力工作的装置即可。外部装置500可以是房子或电器，或者例如除车辆100之外的车辆。在以下描述中，经由连接部220向外部装置500的电力供应也可以称为“外部供电”。连接部220与本发明的“外部供电部”对应。电气装置501是例如电器。
逆变器190基于来自ECU 300的控制信号PWD将来自蓄电装置 110的DC电力转换成AC电力。来自逆变器190的AC电力经由继电器RY10供应到出口195并且也被供应到连接部220。由第一电动发电机130产生的AC电力可以由PCU 120转换成DC电力，并且该DC电力可以由逆变器190转换成AC电力。
出口195位于车辆100的室内。电气装置501的电源插头(未示出)***到出口195中。
继电器RY10电连接在逆变器190与连接部220之间。继电器RY10 基于来自ECU 300的控制信号SE3切换在逆变器190和连接部220之间的电力的供应和中断。
连接部220设置在车辆100的外表面中，使得存储在蓄电装置110 中的电力能被供应到车辆100的外部。来自车辆100的电力经由连接部220和连接线缆400供应到外部装置500。更加具体地，连接部220 被构造成可连接到设置在连接线缆400的一端处的耦合连接器410。连接线缆400的另一端处的耦合连接器420连接到外部装置500的插头 510。
连接线缆400的耦合连接器410包括连接检测部(未示出)。当耦合连接器410连接到连接部220时，连接检测部输出连接信号CNCT 到ECU 300。当接收到连接信号CNCT时，ECU300判定耦合连接器 410连接到连接部220。当耦合连接器410连接到连接部220时，车辆100处于不能驾驶状态。
当外部装置500需要外部供电时，外部装置500输出电力供应请求信号REQ。电力供应请求信号REQ经由连接线缆400和连接部220 发送到ECU 300。当接收到电力供应请求信号REQ时，ECU 300判定存在来自外部装置500的电力供应请求。
另外，车辆100被构造成能够使用来自车辆100的外部的AC电力对蓄电装置110进行充电(外部充电)。当执行外部充电时，AC电源(未示出)而不是外部装置500连接到连接部220。AC电源可以是商用电源，或者例如除车辆100之外的车辆。车辆100进一步包括充电器200和充电继电器(下文中也可以称为CHR)210作为用于外部充电的手段。
充电器200基于来自ECU 300的控制信号PWE将来自连接部220 的AC电力转换成DC电力。该DC电力存储在蓄电装置110中。
CHR 210电连接在充电器200与蓄电装置110之间。CHR 210基于来自ECU 300的控制信号SE2切换在从充电器200到蓄电装置110 的电力的供应和中断。
催化剂转换器72设置在排气通路161中，该排气通路161用于从发动机160排出的排气。催化剂转换器72净化排气中的排放物(诸如碳氢化合物、一氧化碳和氮氧化物的有害物质)。然而，当催化剂转换器72的温度低时，催化剂转换器72不能充分地实现其净化功能。因而，为了使催化剂转换器72充分地实现其净化功能，催化剂转换器 72必须被预热。能使用来自发动机160的排气对催化剂转换器72进行预热。催化剂转换器72与“催化剂装置”对应。
用于检测催化剂转换器72的温度Tc的温度传感器74被设置在催化剂转换器72上。ECU 300基于来自温度传感器74的温度Tc判定是否已经完成催化剂预热。换言之，当来自温度传感器74的温度Tc超过对于催化剂转换器72实现其净化功能而言足够高的预定温度时，ECU 300判定已经完成催化剂预热。
在催化剂预热期间，发动机160被控制成排出能够被仍处在正在预热的处理中的催化剂转换器72净化的排气。因而，由发动机160产生的驱动力不用于第一电动发电机130中的发电，直至催化剂预热完成。因而，当发动机160在外部供电期间被启动时，蓄电装置110的 SOC继续减小，直至催化剂预热完成。在催化剂预热完成之后，由发动机160产生的驱动力用于第一电动发电机130中的发电。因而，当催化剂预热完成时，SOC从减小转成增大。
车辆100具有电量消耗模式(CD模式)和电量保持模式(CS模式)。CD模式是其中蓄电装置110中的电力不被保持而被消耗的模式。因而，当车辆100处在CD模式时，已经存储在蓄电装置110中的电力被用于驱动车辆100或者在发动机160停止的情况下提供外部供电。换言之，当车辆100处于CD模式时，在第一电动发电机130中使用发动机160的驱动力的发电基本不被实施。
在另一方面，CS模式是其中蓄电装置110中的电力得以保持的模式。因而，当车辆100处于CS模式时，发动机160被启动，使得在车辆100正在行驶或者实施外部供电的同时能将SOC保持在预定的控制范围内。换言之，当车辆100处于CS模式时，第一电动发电机130使用发动机160的驱动力来产生电力并且蓄电装置110使用所产生的电力充电。然而，SOC可以不必保持在控制范围内。换言之，SOC可以被保持成不低于预定值。替代地，发动机160可以被启动以将SOC保持在预定值。
为了更容易理解该实施例，首先描述在第一研究例中对发动机的控制。
图2是示出在第一研究例中的在外部供电期间对发动机160的控制的时序图。参考图2，水平轴线是时间轴。竖直轴线代表电力供应请求信号REQ的接通/切断、蓄电装置110的SOC和发动机160的状态，即，发动机160在运转还是被停止。
蓄电装置110的SOC具有UL和LL。UL是被设定成防止蓄电装置110过度充电的上限值。LL是被设定成防止蓄电装置110过度放电的下限值。SOC也具有ON1和OFF。ON1是用于启动发动机160的启动阈值。OFF是用于停止发动机160的停止阈值。当SOC低于停止阈值OFF时，车辆100从CD模式变换到CS模式。
在基准时刻(0)，蓄电装置110的SOC高于停止阈值OFF并且低于上限值UL。因而，车辆100处在CD模式。并且，因为电力供应请求REQ是切断，所以发动机160被控制成保持停止。
在从基准时刻经过时段t0之后的时刻(下文中也称为“时刻t0”，这也适用于其它时刻)，电力供应请求信号REQ被接通。然后，外部供电开始。如上所述，当车辆处在CD模式时，已经存储在蓄电装置 110中的电力被用于在发动机160停止的情况下提供外部供电。因而，从时刻t0至时刻t1，SOC减小。
SOC在时刻t1到达停止阈值OFF。因而，车辆100从CD模式变换到CS模式。
SOC在时刻t2到达启动阈值ON1。因而，发动机160被控制成启动以对催化剂转换器72进行预热。如上所述，在催化剂预热期间，发动机160的驱动力不用于第一电动发电机130中的发电。因而，从时刻t2至时刻t3，SOC继续减小。
催化剂预热在时刻t3完成。这时，SOC获得最小值MIN1。因为催化剂预热完成，蓄电装置110开始被充电。因而，SOC从减小转变到增大。
SOC在时刻t4到达停止阈值OFF。因而，发动机160停止。因而， SOC从增大转变到减小。因为从时刻t5之后对发动机160的控制与时刻t2至时刻t5的控制相同，所以不再重复详细描述。
在第一研究例中，启动阈值ON1已经通过实验等初步设定。当设定启动阈值ON1时，考虑例如以下事项(1)至(3)。(1)蓄电装置 110中必须确保充足的电力以使第一电动发电机130启动发动机160。 (2)当发动机160启动时，能实施催化剂预热。换言之，即使当SOC 在催化剂预热期间继续减小，蓄电装置110也不会陷入过度放电的状态(SOC的最小值MIN1不会低于下限值LL)。(3)在蓄电装置110 中必须确保足够的电力以在车辆100正在行驶的同时响应于驾驶员对加速器的操作而产生用于驱动车辆100的驱动力。
接下来描述第一实施例中的控制。根据第一实施例，根据状态设定不同的启动阈值。换言之，当车辆处于能行驶的状态下设定的启动阈值不同于当车辆处于不能行驶的状态下并且在电力供应到车辆的外部期间设定的启动阈值。
更具体地，当耦合连接器410连接到连接部220时，车辆100经由连接线缆400连接到外部装置500。因而，车辆100处在“不能行驶的状态”下。换言之，车辆100“不能行驶”的状态包括耦合连接器410 连接到连接部220的状态。
在另一方面，车辆100“能行驶”的状态包括车辆100正在行驶的状态。车辆100“能行驶”的状态不限于车辆100正在行驶的状态，并且也包括车辆100静止并且耦合连接器410不连接到连接部220的状态。换言之，车辆100“能行驶”的状态包括车辆100临时停止的状态和车辆 100驻车的状态，只要耦合连接器410不连接到连接部220即可。
当车辆100处在“能行驶的状态”时，启动阈值ON1以例如与第一研究例中相同的方式设定。在另一方面，当车辆100处在“不能行驶的状态”并且正在向车辆100的外部供应电力时，设定启动阈值ON2。启动阈值ON2是小于启动阈值ON1的值。启动阈值能被设定成较小的值的原因如下。当进行外部供电时，车辆100处在不能行驶的状态。因而，不必在蓄电装置110中确保充足的电力以响应于启动车辆100的请求而产生用于驱动车辆100的驱动力(就事项(3)而言的电力)。
启动阈值ON1和ON2中的每一个启动阈值与本发明的“下限值”对应。换言之，ECU300将在车辆100处于不能行驶的状态并且电力被经由连接部220供应到车辆100的外部时使用的启动阈值ON2设定成小于在车辆100处于能行驶的状态时使用的启动阈值ON1的值。当耦合连接器410连接到连接部220但是电力不被供应到车辆100的外部时，可以设定启动阈值ON1和ON2中的任一个，因为SOC保持不变。
图3是示出在第一实施例中的在外部供电期间对发动机160的控制的时序图。将图3与图2对比。因为图3中所示的时刻t1之前的控制与第一研究例中所示的时刻t1之前的控制相同，所以不再重复详细描述。
SOC在时刻t2到达启动阈值ON2。因而，发动机160被控制成启动以对催化剂转换器72进行预热。发动机160的驱动力不用于第一电动发电机130中的发电。因而，从时刻t2至时刻t3，SOC继续减小。
催化剂预热在时刻t3完成。这时，SOC获得最小值MIN2。因为催化剂预热完成，所以蓄电装置110开始被充电。因而，SOC从减小转变到增大。因为启动阈值ON2小于启动阈值ON1，所以图3中从时刻t1到时刻t2的时段长于第一研究例(参考图2)中从时刻t1到时刻 t2的时段。
SOC在时刻t4到达停止阈值OFF。因而，发动机160被控制成停止。因而，SOC从增大转变到减小。因为启动阈值ON2小于启动阈值 ON1，所以最小值MIN2小于最小值MIN1(参考图2)。因而，图3 中从时刻t3到时刻t4的时段长于第一研究例(参考图2)中从时刻t3 到时刻t4的时段。因为从时刻t5之后对发动机160的控制与从时刻t2 至时刻t5的控制相同，所以不再重复详细描述。
当发动机启动时，实施催化剂预热。通常，当发动机启动时，燃料喷射量增大。因而，当更加频繁地启动发动机160时，燃料消耗增大。从不同的观点看，在催化剂预热期间，发动机160的驱动力不用于第一电动发电机130中的发电。因而，当更加频繁地启动发动机160 时，发电效率(为了产生由第一电动发电机130产生的电力所需要的在发动机160中的燃料消耗的量)减小。
第一实施例中发动机160停止的时段比第一研究例中发动机160 停止的时段长其中SOC从启动阈值ON1减小到启动阈值ON2的时段 (由图3中的双头箭头所指示的时段)。而且，第一实施例中发动机 160运转的时段比第一研究例中发动机160运转的时段长其中SOC从启动阈值ON2增大到启动阈值ON1的时段(同样地由图3中的双头箭头所指示的时段)。因而，根据第一实施例，发动机160启动和停止的时段可能长于第一研究例中发动机160启动和停止的时段。因而，发动机160启动的频率能被减少。结果，燃料消耗能被减少。换言之，发电效率能被提高。
接下来描述第二实施例。在第一实施例中，描述了其中电力持续供应到车辆的外部的情形。在另一方面，可能存在的情形是必须重复短期外部供电。作为用于对比的示例，描述在这种情形中执行的第二研究例中的对发动机的控制。根据第二实施例(以及在第二研究例中) 的车辆的构造与根据第一实施例(参考图1)的车辆的构造相同。
在第二研究例中，讨论其中当车辆处于CS模式时在相对短的时间段中切换电力供应请求信号REQ的接通和切断的情形。每当电力供应请求信号REQ从切断切换到接通时，响应于此，发动机被控制成启动并执行催化剂预热。
图4是示出在第二研究例中的在外部供电期间对发动机160的控制的时序图。参考图4，因为时刻t1之前的控制与第一研究例(参考图2)中的时刻t1之前的控制相同，所以不再重复详细描述。
电力供应请求信号REQ在时刻t2被切断。因为外部供电相应停止，所以SOC从时刻t2到时刻t3保持不变。
电力供应请求信号REQ在时刻t3被接通。然后，外部供电再次启动，并且发动机160被控制成启动以对催化剂转换器72进行预热。因为在催化剂预热期间，发动机160的驱动力不用于第一电动发电机 130中的发电，所以SOC从时刻t3到时刻t4减小。
催化剂预热在时刻t4完成。因为催化剂预热完成，所以蓄电装置 110开始被充电。因而，SOC从减小转变到增大。
电力供应请求信号REQ在时刻t5被切断。因为外部供电相应停止，所以SOC从时刻t5到时刻t6保持不变。因为从时刻t5到时刻t9 的控制与从时刻t2到时刻t5的控制相同，所以不再重复详细描述。从时刻t9之后，电力供应请求信号REQ保持成接通。因而，因为从时刻t9之后的控制与第一研究例中的时刻t4之后的控制相同，所以不再重复详细描述。
如上所述，在第二研究例中，当车辆处于CS模式时，催化剂预热被实施，而与SOC无关。因而，当重复短期外部供电时，每当提供外部供电时，发动机被控制成启动并执行催化剂预热。
作为对照，根据第二实施例，如第一实施例中的情形一样设定启动阈值ON2。另外，发动机被控制成使得在外部供电期间不实施催化剂预热，除非SOC达到启动阈值ON2。
图5是示出在第二实施例中的在外部供电期间对发动机160的控制的时序图。将图5与图4对比。因为在图5中的时刻t3之前的控制与第二研究例(参考图4)中的时刻t3之前的控制相同，所以不再重复详细描述。
电力供应请求信号REQ在时刻t3被打开。然而，因为SOC高于启动阈值ON2，所以不实施催化剂预热。换言之，发动机160被控制成不启动。因为发动机160不启动，所以不实施使用由第一电动发电机130中产生的电力对蓄电装置110充电。然而，虽然电力供应请求信号REQ为接通，但是SOC继续减小。
电力供应请求信号REQ在时刻t4被切断。因为外部供电相应停止，所以SOC从时刻t4到时刻t5保持不变。因为从时刻t5到时刻t7 的控制与从时刻t3到时刻t5的控制相同，所以不再重复详细描述。
SOC在时刻t8到达启动阈值ON2。当SOC达到启动阈值ON2时，发动机160被控制成启动以执行催化剂预热。因为在催化剂预热期间，发动机160的驱动力不用于第一电动发电机130中的发电，所以SOC 从时刻t8到时刻t9减小。
催化剂预热在时刻t9完成。这时，SOC获得最小值MIN2。因为催化剂预热完成，所以蓄电装置110开始被充电。因而，SOC从减小转变到增大。因为在图5中的时刻t9之后的控制与第一实施例(参考图3)中的时刻t3之后的控制相同，所以不再重复详细描述。
描述当车辆处于图4中所示的第二研究例中的CS模式时发动机被启动用于催化剂预热的原因。如上所述，在催化剂预热期间，发动机被控制成排出能够被仍处在正在预热的处理中的催化剂转换器72净化的排气。因而，在催化剂预热期间，发动机的驱动力不用于驱动车辆。因而，车辆以存储在蓄电装置中的电力行驶，直至催化剂预热完成。换言之，在车辆开始行驶之前，通过预先完成催化剂预热，车辆能使用发动机的驱动力来行驶。在这种情形下，SOC能被保持，同时车辆以CS模式行驶。如上所述，在第二研究例中，情形的不同，即车辆正在行驶还是正在提供外部供电，不反映在对发动机的控制中，如在图2 中所示的第一研究例的情形一样。
然而，当提供外部供电时，不必像车辆正在行驶的情形一样考虑 SOC的保持。因而，根据第二实施例，在外部供电期间，根据SOC实施预热操作。换言之，ECU 300禁止催化剂预热直至蓄电装置110的 SOC达到启动阈值ON2。结果，与第二研究例相比，所实施的预热操作的次数能被减少。因而，在向车辆的外部的电力供应期间的燃料消耗能被进一步减少。
图6是用于解释图3和图5中所示的时序图中的处理的流程的流程图。参考图6，当满足预定条件时，执行流程图中的处理。当满足预定条件时意味着例如当车辆100被变换到接通状态时。
在步骤S101，ECU 300判定车辆100是否处于能行驶的状态。更具体地，例如，当连接线缆400的耦合连接器410连接到连接部220 时(当ECU 300正在接收来自连接部220的连接信号CNCT时)，ECU 300判定车辆100处于不能行驶的状态。在这种情形下(在第一步骤S101中：否)，控制行进到步骤S102。在另一方面，当连接线缆400 的耦合连接器410不连接到连接部220时(当ECU 300不正在接收来自连接部220的连接信号CNCT时)，ECU 300判定车辆100处于能行驶的状态。在这种情形下(在第一步骤S101中：是)，控制行进到步骤S201。
在步骤S102，ECU 300判定是否存在来自外部装置500的电力供应请求。当存在电力供应请求(换言之，当电力供应请求信号REQ为接通，即在步骤S102中为：是)时，控制行进到步骤S103。在另一方面，当不存在电力供应请求(换言之，当电力供应请求信号REQ为切断，即在步骤S102中为：否)时，控制行进到步骤S201。
在步骤S201，ECU 300设定启动阈值ON1。换言之，当车辆100 处于能行驶的状态时，设定启动阈值ON1。此后，重复该系列处理。
在步骤S103，ECU 300设定启动阈值ON2。换言之，当车辆100 处于不能行驶的状态并且存在电力供应请求时，设定启动阈值ON2。此后，控制行进到步骤S104。
在步骤S104，ECU 300判定车辆100是处于CS模式还是处于CD 模式。当车辆100处于CS模式(在步骤S104中：是)时，控制行进到步骤S107。在另一方面，当车辆100处于CD模式(在步骤S104中：否)时，控制行进到步骤S105。
在步骤S105，ECU 300判定SOC是否等于或者低于停止阈值OFF。当SOC等于或者低于停止阈值OFF(在步骤S105中：是)时，控制行进到步骤S106。当SOC高于停止阈值OFF(在步骤S105中：否) 时，控制返回到步骤S105。
因而，在步骤S106，车辆100从CD模式变换到CS模式。此后，控制行进到步骤S107。
在步骤S107，ECU 300判定SOC是否已达到启动阈值ON2。当 SOC等于或者低于启动阈值ON2(在步骤S107中：是)时，控制行进到步骤S108。在另一方面，当SOC高于启动阈值ON2(在步骤S107 中：否)时，控制行进到步骤S109。
在步骤S108，ECU 300启动发动机160。然后，启动催化剂预热。
在步骤S109，ECU 300判定是否存在电力供应请求。当存在电力供应请求(在步骤S109中：是)时，控制返回到步骤S107。然后，从蓄电装置110的电力供应继续。在另一方面，当不存在电力供应请求 (在步骤S109中：否)时，控制行进到步骤S115。
在步骤S110，ECU 300判定是否存已完成催化剂预热。更具体地，当来自温度传感器74的温度Tc高于对于催化剂转换器72实现其净化功能而言足够高的预定温度时，ECU300判定已经完成催化剂预热。在另一方面，当温度Tc等于或者低于预定温度时，ECU 300判定催化剂预热未完成。当催化剂预热已完成(在步骤S110中：是)时，控制行进到步骤S111。在另一方面，当催化剂预热未完成(在步骤S110 中：否)时，控制行进到步骤S112。
在步骤S111，蓄电装置110开始被充电。此后，控制行进到步骤 S113。
在步骤S112，继续通过发动机160预热催化剂。此后，控制行进到步骤S113。
在步骤S113，ECU 300判定SOC是否已达到停止阈值OFF。当 SOC等于或者高于停止阈值OFF(在步骤S113中：是)时，控制行进到步骤S115。在另一方面，当SOC低于停止阈值OFF(在步骤S113 中：否)时，控制行进到步骤S114。
在步骤S114，ECU 300判定是否存在电力供应请求。当存在电力供应请求(在步骤S114中：是)时，控制返回到步骤S110。在另一方面，当不存在电力供应请求(在步骤S114中：否)时，控制行进到步骤S115。
在步骤S115，ECU 300停止发动机160。此后，重复图6中所示的系列处理。
在第一和第二实施例中示出具有两对逆变器和电动发电机(一对逆变器122和第一电动发电机130，以及一对逆变器123和第二电动发电机135)的构造。然而，逆变器和电动发电机的对数不受具体限制并且可以是一对或者三对或者更多。
对于催化剂转换器72的预热是否已经完成的判定不一定基于催化剂转换器72的温度Tc作出，只要能判定催化剂转换器72是否正在实现预定的净化功能即可。例如，通过测量发动机160启动之后经过的时间，ECU 300可以判定是否已经完成催化剂转换器72的预热。
应理解的是，本文所公开实施例在各个方面不是限制性的而是说明性的。本发明的范围由所附权利要求限定，并且旨在包含落入与权利要求等同的意义和范围内的所有修改。

Claims (5)

1.一种车辆，包括：
内燃机；
发电机，所述发电机被构造成使用所述内燃机的动力产生电力；
蓄电装置，所述蓄电装置被构造成存储由所述发电机产生的电力；
外部供电部，所述外部供电部被设置在所述车辆的外表面中，在所述蓄电装置中存储的电力通过所述外部供电部被供应到所述车辆的外部；以及
控制器，所述控制器被构造成：
(a)当所述蓄电装置的荷电状态达到预定的下限值时启动所述内燃机，并且
(b)将当所述车辆处于不能行驶的状态时并且在电力通过所述外部供电部被供应到所述车辆的外部期间使用的下限值设定成比当所述车辆处于能行驶的状态时使用的下限值小的值。
2.根据权利要求1所述的车辆，还包括：
催化剂装置，所述催化剂装置被构造成对从所述内燃机排出的排气进行净化，其中
所述内燃机使用所述排气预热所述催化剂装置，并且
所述控制器禁止通过所述内燃机进行的所述催化剂装置的预热，直至所述蓄电装置的荷电状态达到所述下限值。
3.一种车辆，包括：
内燃机；
发电机，所述发电机被构造成使用所述内燃机的动力产生电力；
蓄电装置，所述蓄电装置被构造成存储由所述发电机产生的电力；
外部供电部，所述外部供电部被设置在所述车辆的外表面中，在所述蓄电装置中存储的电力通过所述外部供电部被供应到所述车辆的外部；以及
控制器，所述控制器被构造成：
(a)当所述车辆处于不能行驶的状态时并且在电力通过所述外部供电部被供应到所述车辆的外部期间将第二阈值设定为阈值，
(b)当所述车辆处于能行驶的状态时将第一阈值设定为所述阈值，所述第一阈值大于所述第二阈值，并且
(c)当所述蓄电装置的荷电状态达到所述阈值时启动所述内燃机。
4.一种用于车辆的控制器，所述车辆包括内燃机、发电机、蓄电装置和外部供电部，所述发电机被构造成使用所述内燃机的动力产生电力，所述蓄电装置被构造成存储由所述发电机产生的电力，并且所述外部供电部被设置在所述车辆的外表面中，在所述蓄电装置中存储的电力通过所述外部供电部被供应到所述车辆的外部，所述控制器包括：
ECU，所述ECU被构造成：
(a)当所述蓄电装置的荷电状态达到预定的下限值时启动所述内燃机，并且
(b)将当所述车辆处于不能行驶的状态时并且在电力通过所述外部供电部被供应到所述车辆的外部期间使用的下限值设定成比当所述车辆处于能行驶的状态时使用的下限值小的值。
5.一种用于车辆的控制方法，所述车辆包括内燃机、发电机、蓄电装置、外部供电部和ECU，所述发电机被构造成使用所述内燃机的动力产生电力，所述蓄电装置被构造成存储由所述发电机产生的电力，并且所述外部供电部被设置在所述车辆的外表面中，在所述蓄电装置中存储的电力通过所述外部供电部被供应到所述车辆的外部，
所述控制方法包括：
(a)当所述蓄电装置的荷电状态达到预定的下限值时，通过所述ECU启动所述内燃机，以及
(b)通过所述ECU将当所述车辆处于不能行驶的状态时并且在电力通过所述外部供电部被供应到所述车辆的外部期间使用的下限值设定成比当所述车辆处于能行驶的状态时使用的下限值小的值。
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