JP2020196408A - Vehicular control apparatus - Google Patents

Abstract

To suppress deterioration in an exhaust emission after starting an internal combustion engine while suppressing an EV travel distance from being shortened.SOLUTION: A control apparatus 200 of a vehicle 100 includes: a travel control part for causing the vehicle 100 to travel by controlling an output of a rotary electric machine 40 while a charge amount of a battery 50 is equal to or higher than a given first charge amount, and causing the vehicle 100 to travel by controlling outputs of an internal combustion engine 10 and the rotary electric machine 40 while the charge amount of the battery 50 is less than the first charge amount; and a catalyst warming-up control part for warming up a catalytic device 15 by supplying a conductive base member 151 with power until a charge amount of the battery 50 decreases to the first charge amount from a second charge amount being larger than the first charge amount. The catalyst warming-up control part is configured such that, in a case where a temperature of the conductive base member 151 reaches a given activating temperature while the conductive base member 151 is supplied with power, base-member supply power to be supplied to the conductive base member 151 is controlled at given temperature-holding power so as to keep the temperature of the conductive base member 151 at the activating temperature.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device.

In Patent Document 1, as a control device for a hybrid vehicle including an internal combustion engine and a rotary electric motor (electric motor) as power sources, the internal combustion engine is started when the battery charge amount becomes equal to or less than a predetermined first charge amount, and the battery charge amount becomes the first. It is disclosed that the heater is configured to warm up the catalyst device provided in the exhaust passage of the internal combustion engine when the amount becomes less than the second charge amount, which is larger than the one charge amount. That is, Patent Document 1 discloses a conventional vehicle control device configured to warm up the catalyst device in advance before starting the internal combustion engine.

Japanese Unexamined Patent Publication No. 2003-269208

However, in the configuration of the conventional vehicle control device described above, if the warm-up of the catalyst device is surely completed before the battery charge amount becomes equal to or less than the first charge amount, the second charge amount is set to a relatively high value. Must be set to. Therefore, the warm-up of the catalyst device may be completed before the battery charge amount becomes equal to or less than the first charge amount. In such a case, if the warm-up of the catalyst device is completed and the warm-up of the catalyst device is finished and the internal combustion engine is started, the rotating electric machine may be charged before the battery charge becomes equal to or less than the first charge. Since the EV traveling traveling only with the output is completed, the EV traveling distance is shortened. Further, if the heating of the catalyst device by the heater is stopped when the warm-up of the catalyst device is completed, the temperature of the catalyst device will drop until the battery charge amount becomes equal to or less than the first charge amount. Therefore, the exhaust emission after the start of the internal combustion engine may be deteriorated.

The present invention has been made by paying attention to such a problem, and an object of the present invention is to suppress deterioration of exhaust emission after starting of an internal combustion engine while suppressing shortening of EV mileage.

In order to solve the above problems, according to an aspect of the present invention, the vehicle is provided with an internal combustion engine and a catalyst on a conductive base material which is provided in an exhaust passage of the internal combustion engine and generates heat when energized. It includes an electrically heated catalyst device, a rechargeable battery, and a rotary electric machine driven by the power of the battery. When the charge amount of the battery is equal to or more than the predetermined first charge amount, the control device for controlling the vehicle controls the output of the rotary electric machine to drive the vehicle, and the charge amount of the battery is less than the first charge amount. In this case, the traveling control unit that controls the output of the internal combustion engine and the rotary electric machine to drive the vehicle, and the battery charge amount is reduced from the second charge amount larger than the first charge amount to the first charge amount. In the meantime, a catalyst warm-up control unit that supplies electric power to the conductive base material to warm up the catalyst device is provided. Then, when the temperature of the conductive base material reaches a predetermined activation temperature during power supply to the conductive base material, the catalyst warm-up control unit transmits the base material supply power supplied to the conductive base material. It is configured to control the temperature of the sex substrate to a predetermined heat retention power that can maintain the activation temperature.

Further, according to another aspect of the present invention, the vehicle is an electric heating type catalyst device in which a catalyst is supported on an internal combustion engine and a conductive base material which is provided in an exhaust passage of the internal combustion engine and generates heat when energized. A rechargeable battery and a rotary electric machine driven by the electric power of the battery are provided. When the charge amount of the battery is equal to or more than the predetermined first charge amount, the control device for controlling the vehicle controls the output of the rotary electric machine to drive the vehicle, and the charge amount of the battery is less than the first charge amount. In this case, the traveling control unit that controls the output of the internal combustion engine and the rotary electric machine to drive the vehicle, and the battery charge amount is reduced from the second charge amount larger than the first charge amount to the first charge amount. In the meantime, a catalyst warm-up control unit for controlling the electric power supplied to the conductive substrate to warm up the catalyst device is provided. Then, the catalyst warm-up control unit is based on the actual running load and the predicted running load so that the temperature of the conductive base material becomes a predetermined activation temperature when the charge amount of the battery reaches the first charge amount. , It is configured to control the base material supply power supplied to the conductive base material.

According to these aspects of the present invention, it is possible to suppress the deterioration of the exhaust emission after the start of the internal combustion engine while suppressing the shortening of the EV mileage.

FIG. 1 is a schematic configuration diagram of a vehicle according to the first embodiment of the present invention and an electronic control unit that controls the vehicle. FIG. 2 is a diagram showing the relationship between the battery charge amount and the switching load. FIG. 3 is a flowchart illustrating the catalyst warm-up control according to the first embodiment of the present invention. FIG. 4 is a time chart illustrating the operation of catalyst warm-up control according to the first embodiment of the present invention. FIG. 5 is a flowchart illustrating the catalyst warm-up control according to the second embodiment of the present invention. FIG. 6 is a time chart illustrating the operation of catalyst warm-up control according to the second embodiment of the present invention. FIG. 7 is a flowchart illustrating the catalyst warm-up control according to the third embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, similar components are given the same reference numbers.

(First Embodiment)
FIG. 1 is a schematic configuration diagram of a vehicle 100 according to the first embodiment of the present invention and an electronic control unit 200 that controls the vehicle 100.

The vehicle 100 according to the present embodiment includes an internal combustion engine 10, a power split mechanism 20, a first rotary electric machine 30, a second rotary electric machine 40, a battery 50, a boost converter 60, a first inverter 70, and a second inverter. It is a hybrid vehicle including an inverter 80, and is configured so that the power of one or both of the internal combustion engine 10 and the second rotating electric machine 40 can be transmitted to the wheel drive shaft 2 via the final reduction gear 1. .. In addition to the internal combustion engine 10, the vehicle 100 includes a map database 95, a GPS receiver 96, and a navigation device 97.

The internal combustion engine 10 burns fuel in each cylinder 12 formed in the engine body 11 to generate power for rotating an output shaft 13 connected to a crankshaft (not shown). The exhaust gas discharged from each cylinder 12 to the exhaust passage 14 flows through the exhaust passage 14 and is discharged into the atmosphere. The exhaust passage 14 is provided with an electrically heated catalyst device 15 for purifying harmful substances in the exhaust.

The electroheating type catalyst device 15 includes a conductive base material 151, a pair of electrodes 152, a voltage adjusting circuit 153, and a catalyst temperature sensor 210.

The conductive base material 151 is formed of a material that generates heat when energized, such as silicon carbide (SiC) or molybdenum dissilicate (MoSi ₂ ). The conductive base material 151 is formed with a plurality of passages (hereinafter referred to as "unit cells") having a lattice shape (or honeycomb shape) in cross section along the exhaust flow direction, and the surface of each unit cell is formed. A catalyst is supported on the honeycomb. The catalyst to be supported on the conductive base material 151 is not particularly limited, and a catalyst necessary for obtaining desired exhaust gas purification performance can be appropriately selected from various catalysts and supported on the conductive base material 151. it can.

The pair of electrodes 152 are components for applying a voltage to the conductive base material 151. Each of the pair of electrodes 152 is electrically connected to the conductive base material 151 and is connected to the battery 50 via the voltage adjusting circuit 153. By applying a voltage to the conductive base material 151 through the pair of electrodes 152, an electric current flows through the conductive base material 151 to generate heat of the conductive base material 151, and the catalyst supported on the conductive base material 151 is generated. It is heated.

The voltage applied to the conductive base material 151 by the pair of electrodes 152 can be adjusted by controlling the voltage adjusting circuit 153 by the electronic control unit 200. For example, the voltage of the battery 50 can be applied as it is, or the voltage of the battery 50 can be applied as it is. It is also possible to step down the voltage to an arbitrary voltage and apply it. As described above, in the present embodiment, by controlling the voltage adjustment circuit 153 by the electronic control unit 200, the electric power supplied to the conductive base material 151 (hereinafter referred to as “base material supply power”) _Ph [kW] is arbitrary. It is possible to control the power of.

The catalyst temperature sensor 210 is provided near the conductive base material 151 and on the downstream side in the exhaust flow direction, and detects the temperature (hereinafter referred to as “catalyst bed temperature”) TEHC [° C.] of the conductive base material 151. ..

The power split mechanism 20 is a planetary gear for dividing the power of the internal combustion engine 10 into two systems, a power for rotating the wheel drive shaft 2 and a power for regenerative driving of the first rotary electric machine 30. It includes a sun gear 21, a ring gear 22, a pinion gear 23, and a planetary carrier 24.

The sun gear 21 is an external gear and is arranged at the center of the power split mechanism 20. The sun gear 21 is connected to the rotating shaft 33 of the first rotating electric machine 30.

The ring gear 22 is an internal gear and is arranged around the sun gear 21 so as to be concentric with the sun gear 21. The ring gear 22 is connected to the rotating shaft 33 of the second rotating electric machine 40. Further, a drive gear 3 for transmitting the rotation of the ring gear 22 to the wheel drive shaft 2 via the final reduction gear 1 is integrally attached to the ring gear 22.

The pinion gear 23 is an external tooth gear, and a plurality of pinion gears 23 are arranged between the sun gear 21 and the ring gear 22 so as to mesh with the sun gear 21 and the ring gear 22.

The planetary carrier 24 is connected to the output shaft 13 of the internal combustion engine 10 and rotates about the output shaft 13. The planetary carrier 24 is also connected to each pinion gear 23 so that when the planetary carrier 24 rotates, each pinion gear 23 can rotate (revolve) around the sun gear 21 while rotating (rotating) individually. ing.

The first rotating electric machine 30 is, for example, a three-phase AC synchronous motor generator, and is a rotor 31 attached to the outer periphery of a rotating shaft 33 connected to the sun gear 21 and having a plurality of permanent magnets embedded in the outer periphery. A stator 32 around which an exciting coil for generating a rotating magnetic field is wound. The first rotary electric machine 30 has a function as an electric motor that receives power supplied from the battery 50 and drives by power running, and a function as a generator that receives power from the internal combustion engine 10 and regeneratively drives.

In this embodiment, the first rotary electric machine 30 is mainly used as a generator. Then, when the output shaft 13 is rotated at the start of the internal combustion engine 10 to perform cranking, it is used as an electric motor and serves as a starter.

The second rotating electric machine 40 is, for example, a three-phase AC synchronous motor generator, and is attached to the outer periphery of a rotating shaft 43 connected to a ring gear 22 and has a plurality of permanent magnets embedded in the outer periphery of the rotor 41. A stator 42 around which an exciting coil for generating a rotating magnetic field is wound. The second rotary electric machine 40 has a function as an electric motor that receives electric power from the battery 50 and drives by power running, and a function as a generator that receives power from the wheel drive shaft 2 and regeneratively drives when the vehicle decelerates. Has.

The battery 50 is a rechargeable secondary battery such as a nickel-cadmium storage battery, a nickel-hydrogen storage battery, or a lithium-ion battery. In this embodiment, a lithium ion secondary battery having a rated voltage of about 200 V is used as the battery 50. The battery 50 can supply the charging power of the battery 50 to the first rotary electric machine 30 and the second rotary electric machine 40 to drive them by force, and also can drive the first rotary electric machine 30 and the second rotary electric machine 40. The battery 50 is electrically connected to the first rotating electric machine 30 and the second rotating electric machine 40 via a boost converter 60 or the like so that the generated power can be charged to the battery 50.

Further, the battery 50 according to the present embodiment is configured to be electrically connectable to an external power source via a charge control circuit 51 and a charging lid 52 so that the battery 50 can be charged from an external power source such as a household outlet. .. Therefore, the vehicle 100 according to the present embodiment is a so-called plug-in hybrid vehicle. The charge control circuit 51 converts the AC current supplied from the external power supply into a DC current based on the control signal from the electronic control unit 200, boosts the input voltage to the battery voltage, and transfers the power of the external power supply to the battery 50. It is an electric circuit that can be charged.

The boost converter 60 boosts the voltage between the terminals of the primary side terminal based on the control signal from the electronic control unit 200 and outputs the voltage from the secondary side terminal, and conversely, the boost converter 60 is secondary based on the control signal from the electronic control unit 200. It is equipped with an electric circuit that can step down the voltage between the terminals of the side terminals and output from the primary side terminal. The primary side terminal of the boost converter 60 is connected to the output terminal of the battery 50, and the secondary side terminal is connected to the DC side terminals of the first inverter 70 and the second inverter 80.

The first inverter 70 and the second inverter 80 convert the direct current input from the direct current side terminal into an alternating current (three-phase alternating current in this embodiment) based on the control signal from the electronic control unit 200 to the alternating current side. Each includes an electric circuit capable of outputting from a terminal and conversely converting an alternating current input from the alternating current side terminal to a direct current based on a control signal from the electronic control unit 200 and outputting the alternating current from the direct current side terminal. The DC side terminal of the first inverter 70 is connected to the secondary side terminal of the boost converter 60, and the AC side terminal of the first inverter 70 is connected to the input / output terminal of the first rotary electric machine 30. The DC side terminal of the second inverter 80 is connected to the secondary side terminal of the boost converter 60, and the AC side terminal of the second inverter 80 is connected to the input / output terminal of the second rotary electric machine 40.

The map database 95 is a database related to map information. The map database 95 is stored in, for example, a hard disk drive (HDD) mounted on a vehicle. Map information includes various roads such as road position information, road shape information (for example, slope, type of curve and straight part, curvature of curve, etc.), position information of intersections and branch points, road type, speed limit, etc. Contains information.

The GPS receiver 96 receives signals from three or more GPS satellites, identifies the latitude and longitude of the vehicle 100, and detects the current position of the vehicle 100. The GPS receiver 96 transmits the detected current position information of the vehicle 100 to the electronic control unit 200.

The navigation device 97 sets the predicted route of the vehicle 100 based on the current position information of the vehicle 100 detected by the GPS receiver 96, the map information of the map database 95, the destination set by the driver, and the like, and sets the predicted route. Information is transmitted to the electronic control unit 200 as navigation information.

The electronic control unit 200 is a microcomputer provided with a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), an input port, and an output port connected to each other by a bidirectional bus. ..

The electronic control unit 200 has an SOC sensor 211 for detecting the battery charge amount SOC, a load sensor 212 for generating an output voltage proportional to the depression amount of the accelerator pedal 220, a signal for calculating the engine rotation speed, and the like. , From various sensors such as a crank angle sensor 213 that generates an output pulse every time the crankshaft (not shown) of the engine body 11 rotates by 15 °, and a start switch 214 for determining the start and stop of the vehicle 100. The output signal is input.

The electronic control unit 200 controls the vehicle 100 by driving each control component based on the input output signals of various sensors and the like. Hereinafter, the control of the vehicle 100 according to the present embodiment carried out by the electronic control unit 200 will be described.

The electronic control unit 200 switches the traveling mode to either the EV (Electric Vehicle) mode or the CS (Charge Sustaining) mode based on the battery charge amount SOC to drive the vehicle 100. Specifically, when the battery charge amount is larger than the predetermined mode switching charge amount SOC1 (for example, 10% of the full charge amount), the electronic control unit 200 sets the traveling mode of the vehicle 100 to the EV mode. The mode switching charge amount SOC1 can be changed as appropriate.

The EV mode is a mode in which the charging power of the battery 50 is preferentially used to power drive the second rotary electric machine 40, and at least the power of the second rotary electric machine 40 is transmitted to the wheel drive shaft 2 to drive the vehicle 100. is there.

When the traveling mode is the EV mode, the electronic control unit 200 uses the charging power of the battery 50 to force-drive the second rotary electric machine 40 with the internal combustion engine 10 stopped, and powers the second rotary electric machine 40. The wheel drive shaft 2 is rotated by the internal combustion engine to drive the vehicle 100. That is, when the traveling mode is the EV mode, the electronic control unit 200 outputs the second rotary electric machine 40 based on the traveling load so that the required output is obtained according to the traveling load with the internal combustion engine 10 stopped. To drive the vehicle 100.

On the other hand, when the battery charge amount SOC is mode switching charge amount SOC1 or less, the electronic control unit 200 sets the traveling mode of the vehicle 100 to the CS (Charge Sustaining) mode.

The CS mode is a mode in which the vehicle 100 is driven so that the battery charge amount SOC is maintained at the battery charge amount (hereinafter, “maintenance charge amount”) when the CS mode is switched to.

When the traveling mode is the CS mode, the electronic control unit 200 further switches the traveling mode to either the CSEV mode or the CSHV mode to drive the vehicle 100. Specifically, when the traveling mode is the CS mode, the electronic control unit 200 sets the traveling mode to CSEV mode if the traveling load is less than the switching load, and sets the traveling mode to CSHV if the traveling load is equal to or more than the switching load. Set to mode. Then, as shown in FIG. 2, the electronic control unit 200 changes the switching load according to the battery charge amount SOC so that the switching load becomes smaller as the battery charge amount SOC is smaller.

In the CSEV mode, as in the EV mode described above, the charging power of the battery 50 is preferentially used to drive the second rotary electric machine 40 by power running, and at least the power of the second rotary electric machine 40 is transmitted to the wheel drive shaft 2. This is a mode in which the vehicle 100 is driven. That is, with the internal combustion engine 10 stopped, the charging power of the battery 50 is used to drive the second rotary electric machine 40 by power, and the wheel drive shaft 2 is rotated only by the power of the second rotary electric machine 40 to rotate the vehicle 100. It is a mode to run.

In the CSHV mode, the internal combustion engine 10 is operated and the power generated by the first rotary electric machine 30 is preferentially used to drive the second rotary electric machine 40 by force, and the power of both the internal combustion engine 10 and the second rotary electric machine 40 is powered. This is a mode in which the vehicle 100 is driven by transmitting power to the wheel drive shaft 2. When the traveling mode is the CSHV mode, the electronic control unit 200 divides the power of the internal combustion engine 10 into two systems by the power dividing mechanism 20, and transmits one of the divided internal combustion engine 10 powers to the wheel drive shaft 2. The other power is used to regeneratively drive the first rotary electric machine 30. Then, basically, the second rotary electric machine 40 is driven by the power generated by the first rotary electric machine 30, and the power of the second rotary electric machine 40 is transmitted to the wheel drive shaft 2 in addition to the power of one of the internal combustion engines 10. The vehicle 100 is driven.

As described above, when the traveling mode is the CS mode, the electronic control unit 200 has the internal combustion engine 10 and the second rotary electric machine 40 based on the battery charge amount SOC and the traveling load so as to obtain the required output according to the traveling load. The output of the vehicle 100 is controlled to drive the vehicle 100. Since the switching load is low when the battery charge amount SOC is mode switching charge amount SOC1, when the battery charge amount SOC drops to the mode switching charge amount SOC1 and the driving mode is switched from EV mode to CS mode while the vehicle is running, Basically, the internal combustion engine 10 is started. Therefore, in the CS mode, it is basically assumed that the internal combustion engine 10 is operated, and the vehicle 100 can be driven only by the output of the second rotary electric machine 40 under the condition that the thermal efficiency of the internal combustion engine 10 is poor. It can also be called a driving mode.

In the electronic control unit 200, when the traveling mode is the CS mode, when the battery charge amount is less than the maintenance charge amount when the vehicle 100 is stopped, the battery charge amount becomes equal to or more than the maintenance charge amount. The first rotary electric machine 30 is regeneratively driven by the power of the internal combustion engine 10, and the battery 50 is charged by the generated power of the first rotary electric machine 30.

As described above, the CS mode is basically a traveling mode on the premise that the internal combustion engine 10 is operated, and after the traveling mode is switched from the EV mode to the CS mode, the internal combustion engine 10 is basically operated. It will be started. The switching from the EV mode to the CS mode depends on the battery charge amount SOC. When the internal combustion engine 10 is started by switching from the EV mode to the CS mode, the exhaust gas discharged from each cylinder 12 of the engine body 11 into the exhaust passage 14 flows through the exhaust passage 14 and is discharged into the atmosphere. ..

Hazardous substances in the exhaust are determined when the warm-up of the catalyst device 15 is completed, that is, the catalyst bed temperature TEHC [° C.] activates the exhaust purification function of the catalyst carried on the conductive base material 151. When the activation temperature is TEHC1 or higher, it can be purified by the catalyst device 15.

On the other hand, before the warm-up of the catalyst device 15 is completed, such as immediately after the start of the internal combustion engine 10, the catalyst device 15 cannot sufficiently purify harmful substances in the exhaust, so that the exhaust emission deteriorates. Become. Therefore, in order to suppress deterioration of exhaust emissions after starting the engine, energization of the conductive base material 151 is started during the EV mode to start warming up the catalyst device 15, and the catalyst device 15 is started before switching to the CS mode. It is desirable to complete the warm-up of.

Therefore, for example, when the battery charge amount SOC drops to the warm-up start charge amount SOC2 larger than the mode switching charge amount SOC1 during the EV mode, energization of the conductive base material 151 is started to warm up the catalyst device 15 and the battery. The warm-up of the catalyst device 15 is completed between the time when the charge amount SOC decreases from the charge amount SOC2 to the mode switching charge amount SOC1, that is, during the EV mode until the EV mode is switched to the CS mode. Is possible.

However, when warming up the catalyst device 15 to start the energization of the conductive substrate 151 in the EV mode, the base supply power supplied to the conductive substrate 151 in order to heat the electrically conductive substrate 151 P _h In addition, electric power for power-driving the second rotary electric machine 40 and electric power for driving various auxiliary machinery such as an air conditioner, that is, electric power for traveling the vehicle 100 is required.

Therefore, in order to reliably complete the warm-up of the catalyst device 15 before the battery charge amount SOC decreases from the warm-up start charge amount SOC2 to the mode switching charge amount SOC1, it is necessary to secure sufficient running power. If the running power is overestimated, the warm-up of the catalyst device 15 may be completed before the battery charge amount SOC becomes the mode switching charge amount SOC1 or less.

At this time, until the battery charge amount SOC becomes the mode switching charge amount SOC1 or less, the same electric power (rated power P _{max, which} will be described later) as before the warm-up of the catalyst device 15 is completed is applied to the conductive base material 151. If the conductive base material 151 is continuously heated by supplying electric power, electric power is wasted, so that the distance that can be traveled in the EV mode (hereinafter referred to as "EV mileage") is shortened. In addition, the conductive base material 151 may be excessively heated, and the conductive base material 151 may be partially melted and deteriorated, for example.

Further, if the traveling mode is switched to the CS mode when the warm-up of the catalyst device 15 is completed, the traveling mode is switched to the CS mode before the battery charge amount SOC becomes the mode switching charge amount SOC1 or less. Therefore, the EV mileage will be shortened. Further, if the energization of the conductive base material 151 is stopped when the warm-up of the catalyst device 15 is completed, the conductive base material 151 has a battery charge amount SOC until the mode switching charge amount SOC1 or less. Since the temperature is lowered, the exhaust emission after the start of the internal combustion engine 10 may be deteriorated.

Therefore, in the present embodiment, when the warm-up of the catalyst device 15 is completed before the battery charge amount SOC becomes the mode switching charge amount SOC1 or less, that is, before the battery charge amount SOC becomes the mode switching charge amount SOC1 or less, the catalyst bed. When the temperature TEHC reaches the activation temperature TEHC1, the conductive base material 151 is supplied with electric power sufficient to maintain the catalyst bed temperature TEHC at the activation temperature TEHC1 to keep the catalyst device 15 warm. And said. Hereinafter, the catalyst warm-up control according to this embodiment will be described.

FIG. 3 is a flowchart illustrating the catalyst warm-up control according to the present embodiment. The electronic control unit 200 repeatedly executes this routine in a predetermined calculation cycle (for example, 10 [ms]).

In step S1, the electronic control unit 200 determines whether or not the catalyst heat retention flag F2 is set to 0. The catalyst heat retention flag F2 is a flag set to 1 when the heat retention of the catalyst device 15 is started, and the initial value is set to 0. If the catalyst heat retention flag F2 is 0, the electronic control unit 200 proceeds to the process of step S2. On the other hand, if the catalyst heat retention flag F2 is 1, the electronic control unit 200 proceeds to the process of step S8.

In step S2, the electronic control unit 200 determines whether or not the catalyst warm-up start flag F1 is set to 0. The catalyst warm-up start flag F1 is a flag set to 1 when the warm-up of the catalyst device 15 is started, and the initial value is set to 0. If the catalyst warm-up start flag F1 is 0, the electronic control unit 200 proceeds to the process of step S3. On the other hand, if the catalyst warm-up start flag F1 is 1, the electronic control unit 200 proceeds to the process of step S6.

In step S3, the electronic control unit 200 sets the warm-up start charge amount SOC2. In the present embodiment, the electronic control unit 200 sets the warm-up start charge amount SOC2 based on the following equation (1).

In the equation (1), the electric energy E _h [kWh] is required to raise the catalyst bed temperature TEHC from the initial temperature TEHC0 when the conductive base material 151 is energized to the activation temperature TEHC1. It is the amount of electric power, and can be calculated by the equation (2), where C is the heat capacity of the conductive base material 151.

Further, in the equation (1), the electric energy E _p [kWh] is a predicted value of the electric energy required for traveling until the catalyst bed temperature TEHC is raised from the initial temperature TEHC0 to the activation temperature TEHC1, and is conductive. the predicted running load after the start of the energization of sexual substrate 151 When P _p, can be calculated by equation (3). The predicted driving load _Pp is, for example, the current position information of the vehicle 100 detected by the GPS receiver 96, map information on the predicted route set by the navigation device 97 (for example, gradient, road type, limited vehicle speed, mean curvature, etc.). ), And it can be calculated based on the usage status of auxiliary equipment expected from the time zone and season.

The time T [sec] in the equation (3) is a heating time required for raising the catalyst bed temperature TEHC from the initial temperature TEHC0 to the activation temperature TEHC1, and in the present embodiment, the catalyst bed temperature TEHC is the initial temperature. between TEHC0 until heated to the activation temperature TEHC1, since controlling the substrate supply power _{P h} to a constant rated power _{P max,} can be calculated by equation (4).

Further, in the equation (1), the electric energy α [kWh] is a margin allowance that can be arbitrarily set.

In step S4, the electronic control unit 200 determines whether or not the battery charge amount SOC is equal to or less than the warm-up start charge amount SOC2. If the battery charge amount SOC is equal to or less than the warm-up start charge amount SOC2, the electronic control unit 200 proceeds to the process of step S5 in order to start energization of the conductive base material 151. On the other hand, if the battery charge amount SOC is larger than the warm-up start charge amount SOC2, the electronic control unit 200 ends this process.

In step S5, the electronic control unit 200 sets the catalyst warm-up start flag F1 to 1.

In step S6, the electronic control unit 200 comprises a substrate supply power _{P h} controls the voltage adjusting circuit 153 so that the rated power _{P max,} the catalytic device 15 for warm-up.

In step S7, the electronic control unit 200 determines whether or not the catalyst bed temperature TEHC has reached the activation temperature TEHC1 or higher. If the catalyst bed temperature TEHC is equal to or higher than the activation temperature TEHC1, the electronic control unit 200 proceeds to the process of step S8. On the other hand, if the catalyst bed temperature TEHC is lower than the activation temperature TEHC 1, the electronic control unit 200 ends the current process.

In step S8, the electronic control unit 200 determines whether or not the battery charge amount SOC is larger than the mode switching charge amount SOC1. If the battery charge amount SOC is larger than the mode switching charge amount SOC1, the electronic control unit 200 proceeds to the process of step S9. On the other hand, if the battery charge amount SOC is mode switching charge amount SOC1 or less, the electronic control unit 200 proceeds to the process of step S11.

In step S9, the electronic control unit 200 sets the catalyst heat retention flag F2 to 1.

In step S10, the electronic control unit 200 controls the voltage adjusting circuit 153 so that the base material supply power _Ph becomes the preset heat retention power P _k to keep the catalyst device 15 warm. The heat retention power P _k is a power that can maintain the catalyst bed temperature TEHC at the activation temperature TEHC 1, and is lower than the rated power P _max .

In step S11, the electronic control unit 200 stops energizing the conductive base material 151 (that is, sets the base material supply power _Ph to zero) and starts the internal combustion engine 10.

In step S12, the electronic control unit 200 returns the catalyst warm-up start flag F1 and the catalyst heat retention flag F2 to 0.

FIG. 4 is a time chart illustrating the operation of the catalyst warm-up control according to the present embodiment.

At time t1, in the EV mode, the battery charge SOC is equal to or less than the warm-up start charge amount SOC2 calculated based on the equation (1) above, so that the base material supply power P _h is the rated power P _max The voltage adjusting circuit 153 is controlled to heat the conductive base material 151. As a result, after time t1, the catalyst bed temperature TEHC gradually rises from the initial temperature TEHC0.

When the catalyst bed temperature TEHC reaches the activation temperature TEHC1 at time t2, it is determined whether or not the battery charge amount SOC is larger than the mode switching charge amount SOC1. In this time chart, since the battery charge amount SOC is larger than the mode switching charge amount SOC1 at the time t2, the voltage adjustment circuit 153 is controlled so that the base material supply power _Ph becomes the heat retention power _Pk . As a result, after time t2, the catalyst bed temperature TEHC is maintained at the activation temperature TEHC1.

Then, at time t3, when the battery charge amount SOC becomes the mode switching charge amount SOC1 or less, the energization of the conductive base material 151 is stopped. Then, since the traveling mode is switched from the EV mode to the CS mode, the internal combustion engine 10 is basically started at the same time as the energization of the conductive base material 151 is stopped. If the running load at this time is low and the internal combustion engine 10 is not started at the same time as the running mode is switched, the heat retention of the catalyst device 15 is continued until the internal combustion engine 10 is started. You may.

The vehicle 100 according to the present embodiment described above is an electrically heated catalyst provided in an internal combustion engine 10 and an exhaust passage 14 of the internal combustion engine 10 and having a catalyst supported on a conductive base material 151 that generates heat when energized. A device 15, a rechargeable battery 50, and a second rotary electric machine 40 (rotary electric machine) driven by the electric power of the battery 50 are provided. Then, the electronic control unit 200 (control device) that controls the vehicle 100 controls the output of the second rotary electric power 40 when the battery charge amount SOC is equal to or more than the predetermined mode switching charge amount SOC1 (first charge amount). When the battery charge amount SOC is less than the mode switching charge amount SOC1, the vehicle 100 is driven, and the traveling control unit that controls the outputs of the internal combustion engine 10 and the second rotary electric machine 40 to drive the vehicle 100 and the battery charge. Warm-up start when the amount SOC is larger than the mode switching charge amount SOC1 From the charge amount SOC2 (second charge amount) to the mode switching charge amount SOC1, power is supplied to the conductive base material 151 to supply the catalyst device 15. It is equipped with a catalyst warm-up control unit for warming up.

Then, when the catalyst bed temperature TEHC, which is the temperature of the conductive base material 151, reaches a predetermined activation temperature TEHC1 during power supply to the conductive base material 151, the catalyst warm-up control unit 151 a substrate supply power P _h is supplied, and is configured to control a predetermined thermal insulation power P _k capable of maintaining the catalyst bed temperature TEHC the activation temperature TEHC1. More particularly, the catalyst warm-up control unit, until the catalyst bed temperature TEHC becomes the activation temperature TEHC1 is a substrate power supply P _h, a predetermined rated power previously set greater than the thermal insulation power P _max ( It is configured to be controlled by the first power).

As a result, if the warm-up of the catalyst device 15 is completed before the battery charge amount SOC becomes the mode switching charge amount SOC1 or less, the base material is used until the battery charge amount SOC becomes the mode switching charge amount SOC1 or less. supply power _{P h} becomes the controlled is that a minimum of heat insulation power _{P k} capable of maintaining the catalyst bed temperature TEHC the activation temperature TEHC1. Therefore, while suppressing unnecessary power consumption, it is possible to travel in the EV mode until the battery charge amount SOC becomes the mode switching charge amount SOC1 or less, so that it is possible to suppress the EV mileage from becoming short. Further, since it is possible to prevent the conductive base material 151 from being excessively heated, it is possible to prevent the conductive base material 151 from deteriorating. Further, since the temperature of the conductive base material 151 does not decrease until the battery charge amount SOC becomes the mode switching charge amount SOC1 or less, the deterioration of the exhaust emission after the start of the internal combustion engine 10 is suppressed. Can be done.

The catalyst warm-up control unit according to the present embodiment, the electric energy E _p for traveling in warm-up of catalytic converter is calculated based on the predicted running load P _p, raising the catalyst bed temperature TEHC to the activation temperature TEHC1 It is configured to set the warm-up start charge amount SOC2 (second charge amount) based on the electric energy E _h required for heating.

Thus, the electric energy E _p for traveling in warm-up of the catalyst device 15, can be estimated accurately by predicting based on the predicted running load P _p. Therefore, the warm-up start charge amount SOC2 for starting the warm-up of the catalyst device 15 is appropriately charged so that the warm-up of the catalyst device 15 can be completed when the battery charge amount SOC becomes the mode switching charge amount SOC1. Can be set to quantity.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. This embodiment is different from the first embodiment in that the base material supply power _Ph is controlled based on the actual running load (hereinafter referred to as “actual running load”) _Pr and the predicted running load P _p . .. Hereinafter, the differences will be mainly described.

In the first embodiment described above, the electric energy E _p for traveling required for raising the catalyst bed temperature TEHC from the initial temperature TEHC 0 to the activation temperature TEHC 1 is calculated based on the predicted traveling load P _p. Therefore, the warm-up start charge amount SOC2 was set. Then, the actual running load P _r in the catalyst warm-up, the assumption that the predicted travel load P _p, match, the catalytic converter 15 by controlling the substrate supply power P _h to a constant rated power P _max It was warming up.

Thus, the actual running load P _r in the catalyst warm-up, if the predicted travel load P _p, coincide essentially the catalyst bed temperature when the battery state of charge SOC decreases to the mode switching charge amount SOC1 TEHC becomes the activation temperature TEHC1.

However, the actual running load P _r, and the predicted running load P _p, may shift occurs between, when the actual running load P _r is lower than the predicted travel load P _p is the initial catalyst bed temperature TEHC Indeed electric energy for driving necessary until increasing the temperature from the temperature TEHC0 the activation temperature TEHC1 becomes smaller than the power amount E _p for traveling the expected. Therefore, the warm-up of the catalyst device 15 is completed before the battery charge amount SOC drops to the mode switching charge amount SOC1.

In this embodiment, a substrate supply power P _h when warming up the catalyst device 15, it was decided to control based on the actual running load P _r and the estimated travel load P _p. Specifically, in the present embodiment, the base material supply power _Ph is controlled according to the following equation (5).

(5) By controlling the substrate supply power P _h in accordance with equation, that is, the actual running load P _r is the estimated travel load P _p made as substrate supply power P _h lower than the lower power than the rated power P _max By controlling, the heating rate of the conductive base material 151 can be controlled so that the catalyst bed temperature TEHC becomes the activation temperature TEHC1 when the battery charge amount SOC becomes the mode switching charge amount SOC1. The reason will be described below.

The substrate supply power _{P h} in the catalyst warm-up when the control to the rated power _{P max,} the heating time T required until raising the temperature of the catalyst bed temperature TEHC the initial temperature TEHC0 activation temperature TEHC1 from _{T 1} and Then, the heating time T ₁ is as shown in the following equation (6) as in the above-mentioned equation (4). As described above, the electric energy E _h is the electric energy required to raise the catalyst bed temperature TEHC from the initial temperature TEHC0 when the conductive base material 151 is energized to the activation temperature TEHC1. Material supply power amount).

At this time, assuming that the predicted traveling load P _p during the catalyst warm-up is constant, the total electric energy required from the start of the catalyst device 15 warm-up to the completion of the catalyst device 15 warm-up (that is,). The sum of the electric energy supplied to the base material E _h and the electric energy for traveling E _p ) E is as shown in the following equation (7).

On the other hand, assuming that Delta] t [sec] by actual running load _{P r} is lower than the predicted travel load _{P p,} when a Delta] t only substrates supplied power _{P h} is controlled to a low power _{P x} than the rated power _{P max} Assuming that the heating time T of is T ₂ (= T ₁ + Δt), the base material supply electric energy E _h and the total electric energy E do not change, so the following equations (8) and (9) can be derived. it can.

Therefore, the following equation (10) is established from the equations (6) and (8), and the following equation (11) is established from the equations (7) and (9).

Then, by subtracting and rearranging the formula (10) multiplied by P _p and the formula (11) multiplied by P _max , the following formula (12) can be derived, and the formula (12) can be obtained. By transforming, the following equation (13) corresponding to the above-mentioned equation (5) can be derived.

(13) Power P _x in the equation is rated to be supplied as described above, assuming that the Delta] t only actual travel load P _r is lower than the predicted travel load P _p, for Delta] t, a conductive substrate 151 The power is lower than the power P _max . Thus, during Δt actual travel load P _r is lower than the predicted travel load P _p, by controlling the substrate supply power P _h to the power P _x, actual running load P _r is than the predicted travel load P _p When the heating time T2 elapses, that is, the total power amount E is consumed and the battery charge amount SOC becomes the mode switching charge amount SOC1 by delaying the temperature rise rate of the conductive base material 151 by the amount of the decrease. Occasionally, the catalyst bed temperature TEHC can be set to the activation temperature TEHC1.

FIG. 5 is a flowchart illustrating the catalyst warm-up control according to the present embodiment. In the flowchart of FIG. 5, since the processing contents of steps S2 to S5, step S7, and step S11 are the same as those of the first embodiment described above, the description thereof will be omitted here.

In step S21, the electronic control unit 200 controls the voltage adjusting circuit 153 so that the power _{P x} which substrate supply power _{P h} is shown in (13), the catalytic device 15 for warm-up. The upper limit of the coefficient (= _Pr / P _p ) obtained by dividing the actual driving load _Pr by the predicted driving load P _p is set to 1, and if the coefficient becomes larger than 1, the coefficient is 1. Is set to.

Thus, when the actual running load P _r and the estimated travel load P _p are the same, substrate supply power P _h is controlled to the rated power P _max, the actual running load P _r is than the predicted travel load P _p when even lower, substrate supply power _{P h} is controlled to the power multiplied by the coefficient _{(= P} r / P _p) the actual running load _{P r} divided by the predicted travel load _{P p} to the rated power _{P max} .. Incidentally, the actual running load P _r, for example, can be calculated by the change in battery charge SOC per unit time, subtracts the substrate supply power amount per unit time.

In step S22, the electronic control unit 200 returns the catalyst warm-up start flag F1 to 0.

FIG. 6 is a time chart illustrating the operation of catalyst warm-up control according to the present embodiment.

At time t21, in the EV mode, the battery charge SOC is equal to or less than the warm-up start charge amount SOC2 calculated based on the equation (1) above, the substrate supply power P _h is shown in (13) The voltage adjustment circuit 153 is controlled so that the electric power P _x (= (P _r / P _p ) P _max ), and the conductive base material 151 is heated.

Thus, the actual traveling load P _r is the estimated travel load P _p made as substrate supply power P _h lower than is controlled to lower power than the rated power P _max, the battery state of charge SOC becomes mode switch state of charge SOC1 catalyst bed temperature TEHC is such that the activation temperature TEHC1, in the period of time t22 from the time t21, heating rate of the conductive substrate 151 is controlled to heating rate corresponding to the substrate supply power P _h when To.

As a result, when the battery charge amount SOC becomes the mode switching charge amount SOC1 at time t22, the catalyst floor temperature TEHC becomes the activation temperature TEHC1, the energization of the conductive base material 151 is stopped, and the traveling mode is changed. Since the EV mode is switched to the CS mode, the internal combustion engine 10 is basically started.

The vehicle 100 according to the present embodiment described above is an electrically heated catalyst provided in an internal combustion engine 10 and an exhaust passage 14 of the internal combustion engine 10 and having a catalyst supported on a conductive base material 151 that generates heat when energized. A device 15, a rechargeable battery 50, and a second rotary electric machine 40 (rotary electric machine) driven by the electric power of the battery 50 are provided. Then, the electronic control unit 200 (control device) that controls the vehicle 100 controls the output of the second rotary electric power 40 when the battery charge amount SOC is equal to or more than the predetermined mode switching charge amount SOC1 (first charge amount). When the battery charge amount SOC is less than the mode switching charge amount SOC1, the vehicle 100 is driven, and the traveling control unit that controls the outputs of the internal combustion engine 10 and the second rotary electric machine 40 to drive the vehicle 100 and the battery charge. Warm-up start when the amount SOC is larger than the mode switching charge amount SOC1 From the charge amount SOC2 (second charge amount) to the mode switching charge amount SOC1, the power supplied to the conductive base material 151 is controlled to control the catalyst. A catalyst warm-up control unit for warming up the device 15 is provided.

Then, the catalyst warm-up control unit actually runs so that the catalyst bed temperature TEHC, which is the temperature of the conductive base material 151, becomes the predetermined activation temperature TEHC1 when the battery charge amount SOC becomes the mode switching charge amount SOC1. based on the load P _r and the predicted running load P _p, is configured to control the base supply power P _h is supplied to the conductive substrate 151. Specifically catalyst warm-up control unit, the actual traveling load P _r is configured to lower the estimated travel load P _p made as substrate supply power P _h lower than.

As a result, the rate of temperature rise of the conductive base material 151 can be delayed by the amount that the actual running load _Pr becomes lower than the predicted running load P _p, so that the battery charge amount SOC decreases to the mode switching charge amount SOC1. It is possible to prevent the warming up of the catalyst device 15 from being completed before.

Further, in the catalyst warm-up control unit according to the present embodiment, more specifically, when the actual running load _Pr and the predicted running load P _p match, the base material supply power _Ph is set to a predetermined value in advance. When the rated power P _max (first power) is controlled and the actual running load _Pr is lower than the predicted running load P _p , the base material supply power _{Ph is set} to the rated power P _max and the actual running load _Pr is predicted running. It is configured to control the power by multiplying the coefficient divided by the load P _p .

Thereby, the heating rate of the conductive base material 151 can be controlled so that the catalyst bed temperature TEHC becomes the activation temperature TEHC1 when the battery charge amount SOC becomes the mode switching charge amount SOC1.

(Third Embodiment)
Next, a third embodiment of the present invention will be described. This embodiment differs from the second embodiment in that when the battery charge SOC increases during catalyst warm-up, the temperature rise rate of the conductive base material 151 is delayed by the amount of the increase in the battery charge SOC. Hereinafter, the differences will be mainly described.

In the second embodiment described above, after the battery charge amount SOC becomes the warm-up start charge amount SOC2 or less, the conductive base material 151 is energized on the premise that the battery charge amount SOC basically continues to decrease. It will be continued. However, for example, the vehicle 100 may decelerate during catalyst warm-up, and the second rotating electric machine 40 may regenerate the vehicle 100 to increase the battery charge SOC. In such a case, unless the heating rate of the conductive base material 151 is further slowed down, the warm-up of the catalyst device 15 is completed before the battery charge amount SOC drops to the mode switching charge amount SOC1.

Therefore, in the present embodiment, the base material supply power _Ph (= ( _Pr / _Ph ) P _max ) so that the heating rate of the conductive base material 151 can be delayed by the amount of the increase in the battery charge SOC. Was decided to be corrected.

Specifically, in the present embodiment, the start time of the catalyst warm-up is t = 0, and the battery is the difference value between the actual battery charge amount SOCt and the mode switching charge amount SOC1 at a certain time t during the catalyst warm-up. the remaining amount and E _r, the remaining electric power amount necessary to complete the warm-up of the catalyst device 15 in the time t and E _t, per (control cycle Δt of e.g. ECU 200) per unit time power based on the deviation amount _{E t} and the battery remaining amount _{E r δ (= (E t} -E r) / Δt), a base material supply power _{P h} was be corrected based on the following equation (14). Incidentally, the battery remaining amount _{E r,} and electric energy _{E t,} the following equation (15), and (16) based on the formula, can be calculated. The TEHCr in the equation (16) is the actual catalyst bed temperature at a certain time t during the catalyst warm-up, and the heating time T can be expressed as in the equation (17).

As a result, when the battery charge amount SOC increases during catalyst warm-up, the temperature rise rate of the conductive base material 151 is delayed by the increase, and when the battery charge amount SOC reaches the mode switching charge amount SOC1, The catalyst bed temperature TEHC can be set to the activation temperature TEHC1.

FIG. 7 is a flowchart illustrating the catalyst warm-up control according to the present embodiment. In the flowchart of FIG. 5, the contents of the processes other than step S31 are the same as those of the second embodiment, and thus the description thereof will be omitted here.

In step S31, the electronic control unit 200 controls the voltage adjusting circuit 153 so that the electric power base supplied power P _h is shown in (14), the catalytic device 15 for warm-up.

According to the present embodiment described above, the catalyst warm-up control unit of the second embodiment described above is the remaining battery up to the mode switching charge amount SOC1 (first charge amount) at a certain time during the catalyst warm-up. based on the remaining deviation between electric energy E _t [delta] required to complete the warm-up of the remaining E _r and the catalyst device 15, substrate supply enough battery remaining E _r increases with respect to electric energy E _t as power P _h is low, so as to correct the base material supply power P _h, it is further configured.

As a result, when the battery charge amount SOC increases during catalyst warm-up, the temperature rise rate of the conductive base material 151 can be delayed by the increase, so that the battery charge amount SOC decreases to the mode switching charge amount SOC1. It is possible to prevent the warming up of the catalyst device 15 from being completed before.

Although the embodiments of the present invention have been described above, the above embodiments are only a part of the application examples of the present invention, and the technical scope of the present invention is limited to the specific configurations of the above embodiments. Absent.

For example, in the second embodiment described above, the electric power P _x is calculated on the assumption that the predicted running load P _p during catalyst warm-up is constant, but the predicted running load P _p is a time-varying variable P _p. Assuming that (t) is set and the base material supply power Ph is controlled to the power Px only during a minute time dt, the above-mentioned equations (7) to (9) are changed from the following equations (7') to (9'). It can be rewritten according to the formula.

Therefore, the above-mentioned equations (10) and (11) can be rewritten as the following equations (10') and (11').

At this time, if dt'= T2-T1 is defined, the equations (10') and (11') can be rewritten as the following equations (18) and (19).

Then, the following equation (20) can be derived by subtracting and rearranging the equation (18) multiplied by P _p (T ₁ ) and the equation (19) multiplied by P _max .

Accordingly, in the second embodiment described above, at step S21 in FIG. 5, may be controlled the voltage regulator circuit 153 so that the power P _x which substrate supply power P _h is shown in (20) ..

In the third embodiment described above, had been corrected deviation _{δ (= (E t -E r} ) / Δt) substrate supply power P _h by adding to the aforementioned (5), the deviation The PID gain may be provided based on δ. That is, in step S31 in FIG. 7, according to (21) below, may be controlled substrate supply power P _h. In addition, K _{p of} equation (21)
, K _i , and K _d are preset proportional gains, integral gains, and differential gains, respectively.

Further, in each of the above embodiments, the catalyst bed temperature TEHC is detected by the catalyst temperature sensor 210, but it may be estimated based on, for example, the outside air temperature and the amount of power supplied to the conductive base material 151.

10 Internal combustion engine 15 Electric heating type catalyst device 151 Conductive base material 40 Second rotary electric machine (rotary electric machine)
100 Vehicle 200 Electronic control unit (control device)

Claims (7)

With an internal combustion engine
An electrically heated catalyst device provided in the exhaust passage of the internal combustion engine and having a catalyst supported on a conductive base material that generates heat when energized.
With a rechargeable battery
A rotary electric machine driven by the electric power of the battery and
A vehicle control device for controlling a vehicle equipped with
When the charge amount of the battery is equal to or more than the predetermined first charge amount, the output of the rotary electric machine is controlled to drive the vehicle, and when the charge amount of the battery is less than the first charge amount, the internal combustion engine is used. A travel control unit that controls the output of the engine and the rotary electric machine to drive the vehicle, and
A catalyst that warms up the catalyst device by supplying electric power to the conductive base material until the charge amount of the battery decreases from the second charge amount larger than the first charge amount to the first charge amount. Warm-up control unit and
With
When the temperature of the conductive base material reaches a predetermined activation temperature during power supply to the conductive base material, the catalyst warm-up control unit supplies the base material supply power to the conductive base material. , The temperature of the conductive base material is controlled to a predetermined heat retaining power that can maintain the activation temperature.
Vehicle control device. The catalyst warm-up control unit
Until the temperature of the conductive substrate reaches the activation temperature, the substrate supply power is controlled to a preset predetermined first power larger than the heat retention power.
The vehicle control device according to claim 1. With an internal combustion engine
An electrically heated catalyst device provided in the exhaust passage of the internal combustion engine and having a catalyst supported on a conductive base material that generates heat when energized.
With a rechargeable battery
A rotary electric machine driven by the electric power of the battery and
A vehicle control device for controlling a vehicle equipped with
When the charge amount of the battery is equal to or more than the predetermined first charge amount, the output of the rotary electric machine is controlled to drive the vehicle, and when the charge amount of the battery is less than the first charge amount, the internal combustion engine is used. A travel control unit that controls the output of the engine and the rotary electric machine to drive the vehicle, and
The catalyst device is warmed up by controlling the electric power supplied to the conductive base material until the charge amount of the battery decreases from the second charge amount larger than the first charge amount to the first charge amount. Catalyst warm-up control unit and
With
The catalyst warm-up control unit sets the actual running load and the predicted running load so that the temperature of the conductive substrate becomes a predetermined activation temperature when the charge amount of the battery reaches the first charge amount. Based on this, the base material supply power supplied to the conductive base material is controlled.
Vehicle control device. The catalyst warm-up control unit
The lower the actual running load than the predicted running load, the lower the base material power supply.
The vehicle control device according to claim 3. The catalyst warm-up control unit
When the actual running load and the predicted running load match, the base material supply power is controlled to a predetermined first power set in advance.
When the actual running load is lower than the predicted running load, the base material supply power is controlled by multiplying the first power by a coefficient obtained by dividing the actual running load by the predicted running load.
The vehicle control device according to claim 4. The catalyst warm-up control unit
The electric energy is based on the deviation between the remaining battery power up to the first charge and the remaining electric energy required to complete the warm-up of the catalyst device at a certain point in time during the catalyst warm-up. On the other hand, the base material supply power is corrected so that the base material supply power decreases as the remaining battery level increases.
The vehicle control device according to any one of claims 3 to 5. The catalyst warm-up control unit
Based on the predicted running power amount of the catalyst device during warm-up calculated based on the predicted running load, and the power amount required to raise the temperature of the conductive substrate to the activation temperature. To set the second charge amount,
The vehicle control device according to any one of claims 1 to 6.

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