DE112011105505B4 - A vehicle having a catalyst device for consuming energy in a vehicle collision and method for controlling such a vehicle - Google Patents

Abstract

A vehicle (1), comprising: an electrical resistor that converts electrical energy into thermal energy; a motor generator (20) that generates a counterelectromotive force with rotation caused by reducing a rotational speed of wheels (80) at a time of vehicle collision; a switching device (100) including a switching circuit (R1, R2) that switches an electrical connection state between the electrical resistance and the rotary electric machine; and the motor generator (20) switches; and control means (200) which controls the switching circuit (R1, R2), the control means controlling the switching circuit (R1, R2) at the time of the vehicle collision for electrically connecting the electric resistance and the motor generator (20) to the electric resistance to allow the back electromotive force generated in the motor generator (20) at the time of the vehicle collision to be consumed; the vehicle (1) further comprising: an internal combustion engine (10); an electric storage device (70) that stores energy for driving the motor generator (20); a converter (61) that performs voltage conversion between the electrical storage device and the motor generator (20); and an inverter (62) that performs power conversion between the converter (61) and the motor generator (20), the electrical resistor being an electrically heatable catalyst device (140) connected to a power line (PL2, NL1) connecting the Converter (61) and the inverter (62) coupled to recycle exhaust of the internal combustion engine (10), and the switching means (100) between the electrical resistance and both the converter (61) and the inverter (62) is provided.

Description

TECHNICAL AREA

The present invention relates to a method for directly consuming energy generated in a vehicle at the time of vehicle collision.

STATE OF THE ART

A vehicle that runs power of a high voltage battery by driving a traction electric motor generally has a control system that shuts off the high voltage battery from other equipment by opening a system relay at the time of a vehicle collision. However, even after the high-voltage battery is turned off, energy (electric charge) remains in a capacitor or the like provided in a power control unit including an inverter and a converter and the like. Thus, delayed discharge of the energy remaining in the capacitor can cause leakage currents.

With regard to such a problem, Japanese Patent Laid-Open Publication JP 2010-93934 A a method for allowing an air conditioning electric motor to consume energy remaining in a capacitor of an inverter at the time of vehicle collision. Further, Japanese Patent Laid-Open Publication JP 2011-10406 A in that the switching of an electrical transducer is performed to discharge smoothing capacitors in a power conversion device when a vehicle is in a collision. Further, Japanese Patent Laid-Open Publication JP 2005-20952 A a vehicle in which a main relay turns off and a capacitor is discharged so that no torque occurs on an electric motor when a crash prediction signal is received.

The publication DE 10 2008 061 585 A1 discloses a vehicle having a vehicle battery, an electric motor, a frequency converter, a latch, a switch-controlled discharge switching element by which the electric energy stored in the latch is dissipated in the case of stopping or stopping the vehicle and the vehicle engine, and an electrical resistance which converts the stored energy into heat. The electrical resistance is provided between the vehicle battery and the frequency converter.

From the published patent application US 2011/0031939 A1 For example, a discharge circuit for a smoothing capacitor is known. A discharge control circuit controls a switching element, whereby the path for the discharge current from the capacitor to a discharge resistor becomes continuous or discontinuous. Between the discharge control circuit and the battery, an inverter is connected in parallel, to which an electric motor is connected.

From the publication DE 10 2008 010 980 A1 is a vehicle with a high-voltage electrical system known, which comprises an energy storage device, a plurality of switchable high-voltage consumers, a converter with DC link capacitor, an electrical machine and a control unit. If there is a discharge request, the energy store is electrically disconnected from the vehicle electrical system and one of the high-voltage consumers is switched on in order to reduce the charge stored in the vehicle electrical system.

From the published patent application US Pat. No. 6,362,535 B1 For example, a vehicle is known in which the electrical energy of a traction machine, which operates as a generator during deceleration, is coupled into a heater via a polyphase converter and an electrical connection, wherein the heater heats the exhaust gas stream, which in turn heats a catalytic converter.

The published patent application JP H06-178401 A shows a hybrid vehicle with means for supplying an electric heater, which is provided for heating a catalyst, with recovered power, if the internal combustion engine is stopped and the charge amount of the battery is equal to or lower than a threshold value.

From the patent US Pat. No. 6,381,955 B1 For example, a method and system for distributing electrical energy from an integrated starter-generator of a vehicle during deceleration or excess to an electrically heated catalyst is known to maintain the temperature of the capacitor within the operating temperature.

OVERVIEW OF THE INVENTION

TECHNICAL PROBLEM

Depending on a relationship of a connection between a travel electric motor and wheels, reducing a rotational speed of wheels (vehicle speed) at the time of a vehicle collision can force the traveling electric motor to rotate, generating a relatively large back electromotive force to be generated in the running electric motor. However, the method disclosed in Patent Document 1 is merely a method of consuming relatively low energy remaining in a capacitor of an inverter at the time of a vehicle collision, whereby the method can not immediately consume relatively large counter electromotive force generated in the running electric motor at the time of vehicle collision. In other words, when the back electromotive force generated in the running electric motor at the time of vehicle collision is consumed using the air conditioning electric motor disclosed in Patent Document 1, the back electromotive force generated in the running electric motor can not be directly consumed. since a considerable amount of time is required to increase the rotational speed of the air conditioning electric motor to the rotational speed, which enables the consumption of the back electromotive force generated in the running electric motor motor.

The present invention has been accomplished in order to solve the above-described problem, and its object is to directly consume a back electromotive force generated in a rotary electric machine at the time of vehicle collision.

THE SOLUTION OF THE PROBLEM

This object is achieved by a vehicle having the features of claim 1 and a method having the features of claim 6.

A vehicle according to the present invention includes an electric resistance that converts electrical energy into heat energy, a rotary electric machine that generates a counterelectromotive force with rotation caused by reducing a rotational speed of wheels at a time of vehicle collision, a switching device that includes a switching circuit includes, which switches an electrical connection state between the electrical resistance and the rotary electric machine, and a control device which controls the switching circuit. The control means controls the switching circuit at the time of the vehicle collision to electrically connect the electric resistance and the rotary electric machine to allow the electrical resistance to consume the back electromotive force generated in the rotary electric machine at the time of vehicle collision.

The vehicle further includes a motor, an electric storage device that stores power for driving the rotary electric machine, a converter that performs voltage conversion between the electric storage device and the rotary electric machine, and an inverter that performs power conversion between the converter and the rotary electric machine. The electrical resistor is an electrically heatable catalyst device connected to a power line that couples the converter and the inverter to condition exhaust gas from the engine.

Preferably, when an accumulated value of consumed energy of the catalyst device exceeds a threshold value after the rotary electric machine and the catalyst device are electrically connected, the control means controls the switching means for electrically disconnecting the rotary electric machine and the catalyst device.

Preferably, when there is no leakage current on a feed path coupling the catalyst device and the rotary electric machine at the time of the vehicle collision, the control device controls the switching circuit to electrically connect the rotary electric machine and the catalyst device.

Preferably, the switching means includes in its interior a backup power supply which stores operational power for the switching circuit.

Preferably, the vehicle further includes a first motor generator, a second motor generator that rotates in conjunction with the wheels, and a planetary gear device. The planetary gear device includes a sun gear, an outer gear coupled to the second motor generator, a pinion meshing with the sun gear from the outer wheel, and a carrier coupled to the motor and rotatably supporting the pinion. The rotary electric machine is the first motor generator.

A method of controlling a vehicle according to another aspect of the present invention is a method of controlling a vehicle that consumes an electrical resistance that consumes power, a rotary electric machine that is rotated by a moment transmitted from wheels at a time of vehicle collision to generate a counterelectromotive force, switching means including a switching circuit that switches an electrical connection state between the electric resistance and the rotary electric machine, and including a controller that controls the switching circuit, and the method comprising the steps of determining whether or not a vehicle collision has occurred, and to allow the electrical resistance, a counter-electromotive force generated in the rotary electric machine at the time of a vehicle collision by controlling the switching circuit for electrically connecting the electrical resistance Stan ds and the rotary electric machine when it is determined that a vehicle collision has occurred.

ADVANTAGEOUS EFFECTS OF THE INVENTION

According to the present invention, a back electromotive force generated in a rotary electric machine at the time of vehicle collision can be directly consumed.

BRIEF DESCRIPTION OF THE DRAWINGS

1 represents an overall block diagram of a vehicle.

2 represents a circuit configuration of a first MG, a second MG, a PCU, a battery, and an EHC.

3 represents changes in a motor rotation speed Ne, a first MG rotation speed Nm1, and a second MG rotation speed Nm2 shown in a collinear graph.

4 represents a functional block diagram of an ECU.

5 represents a flow of power provided to the EHC at the time of a vehicle collision.

6 Fig. 10 is a flowchart representing processing procedures of the ECU.

DESCRIPTION OF THE EMBODIMENT

Hereinafter, an embodiment of the present invention will be explained in detail with reference to the drawings. In the drawings, the same or corresponding parts have the same reference numerals and their description will not be repeated.

1 represents an overall block diagram of a vehicle 1 according to the present embodiment. vehicle 1 includes a motor (internal combustion engine) 10 , a first MG (motor generator) 20 , a second MG 30 , a driving force division device 40 , a reducer 50 a power control unit (hereinafter referred to as "PCU") 60 , a battery 70 , Drive wheels 80 and an electronic control unit (hereinafter referred to as "ECU") 200 , engine 10 is an internal combustion engine that generates a driving force for rotating a camshaft using combustion energy generated at the time of combustion of a mixture of air and fuel. The first MG 20 and the second MG 30 are motor generators that are powered by alternating current.

The vehicle 1 drives using drive power coming from the engine 10 and / or the second MG 30 is issued. A driving force generated by the engine 10 is generated, is in two paths by the Antriebsexergieteilungseinrichtung 40 divided up. In other words, a path for transmission serves to drive the wheels 80 by means of the reducer 50 and the other path for transmission to the first motor generator 20 , The driving force division device 40 It consists of planetary gears, including a sun gear of a pinion, a carrier and an external gear. The pinion meshes with the sun gear and the outer wheel. The carrier rotatably carries the pinion and is connected to a crankshaft of the engine 10 connected. The sun gear is connected to a rotation shaft of the first motor generator 20 connected. The outer wheel is connected to a rotation shaft of the second MG 30 and with the reducer 50 connected. As described above, the engine is 10 , the first motor generator 20 and the second motor generator 30 by the driving force division means 40 coupled, which consists of the planetary gears, so that the rotational speed of the motor 10 (hereinafter referred to as "motor rotation speed Ne") the rotation speed of the first MG 20 (hereinafter referred to as "first MG rotation speed Nm1") and the rotation speed of the second MG 30 (hereinafter referred to as "second MG rotation speed Nm2") have a linear relationship in the collinear graph (cf. 3 which will be explained later).

The PCU 60 is controlled by control signals from the ECU 200 controlled. The PCU 60 Converts DC power from the battery 70 is provided in AC energy, with the first MG 20 and the second MG 30 can be driven. The PCU 60 gives the converted AC power to the first MG, respectively 20 and the second MG 30 out. As a result, the first MG 20 and the second MG 30 powered by energy stored in the battery. The PCU 60 Likewise, the DC energy generated by the first MG 20 and the second MG 30 is generated, convert into DC power and the battery 70 using the converted DC power charge.

The battery 70 is a DC power supply, the power to drive the first MG 20 and the second MG 30 stores and consists for example of a rechargeable battery of nickel-metal hybrid, lithium ions or the like. An output voltage of the battery 17 is a high voltage of about 200 V. Instead of the battery 70 it is also possible to use a high-capacitance capacitor.

Furthermore, the vehicle includes 1 a collision sensor 2 , The collision sensor 2 Captures acceleration G on the vehicle 1 is exercised as information for determining a collision between the vehicle 1 and another object (hereinafter referred to as "vehicle collision") and outputs a detection result to the ECU 200 out.

Furthermore, the vehicle includes 1 an exhaust duct 130 , Exhaust gas from the engine 10 is discharged into the atmosphere through the exhaust duct 130 omitted.

In the exhaust duct 130 is an Electric Heated Catalyst (hereinafter referred to as "EHC") 140 intended. The EHC 140 is a catalyst configured to electrically heat a catalyst by means of an electric heater (an electric resistance that converts electrical energy into heat energy). The EHC 140 has a function of consuming a large amount of energy to raise the temperature of the catalyst to a high temperature. In particular, the EHC includes 140 an electric heater that generates heat through consumption of energy passing through the converter 61 is highly converted (for example, DC power of about 650 volts) and increases the temperature of the catalyst to a high temperature by means of this electric heater. EHC of different known types can be called EHC 140 be used.

The ECU 200 includes a CPU (Central Processing Unit) and a memory, which are not shown in the drawings, and is configured to execute predetermined arithmetic processing based on information stored in the memory.

2 represents a circuit configuration of the first MG 20 , the second MG 30 , the PCU 60 , the battery 70 , and the EHC 140 ,

Between the PCU 60 and the battery 70 is a System Main Relay (SMR) 71 intended. The SMR 71 is controlled by control signals from the ECU 200 controls and switches between supplying power and switching off power between battery and PCU 60 around. At the time of a vehicle collision, the ECU controls 200 the SMR 71 to achieve an open state. As a result, the battery becomes 70 at the time of the vehicle collision of the PCU 60 separated.

The PCU 60 includes a transducer 61 , Inverter 62 . 63 , Smoothing capacitors 64 . 65 and a discharge resistor 66 ,

The converter 61 is with the battery 70 connected by a positive line PL1 and a negative line NL1. Further, the converter 61 with the inverters 62 . 63 connected by a positive line PL2 and the negative line NL1.

The converter 61 includes a choke, two switching elements and two diodes. The converter 61 is controlled by control signals from the ECU 200 controlled and performs the voltage conversion between the battery and the inverters 62 . 63 out.

The inverter 62 is between the converter 61 and the first MG 20 intended. The inverter 63 is between the converter 61 and the second MG 30 intended. The inverters 62 . 63 are in parallel connection with the converter 61 and with each other.

Each of the inverters 62 . 63 includes three-phase upper arms and lower arms (switching elements) and a diode connected in inverse parallel with each switching element. The upper and lower arms of each inverter 62 . 63 are by control signals from the ECU 200 controlled, convert DC power, the voltage conversion in the converter 62 experienced in AC energy and give the same each to the first MG 20 and the second MG 30 out.

The smoothing capacitor 64 is connected between the positive line PL1 and the negative line NL1 for smoothing the DC component of a voltage fluctuation between the positive line and the negative line NL1. The smoothing capacitor 65 is connected between the positive line PL2 and the negative line NL1 for smoothing the DC component of the voltage fluctuation between the positive line PL2 and the negative line NL1. The discharge resistance 66 is connected between the positive line PL2 and the negative line NL1. The discharge resistance 66 is used to extract remaining electrical load of the smoothing capacitors 64 . 65 connected. Accordingly, a capacity of the discharge resistor 66 (the amount of energy that can be consumed per unit of time) compared to the EHC 140 smaller.

The EHC 140 is connected to the power lines (the positive line PL2 and the negative line NL1) between the converter 61 and the inverters 62 . 63 within the PCU 60 connected. In particular, the EHC has 140 one end connected to a positive branch line PLehc branching from the positive line PL2 and the other end to a negative one Branch NLehc branches off from the negative line NL1.

The EHC 140 includes an electric heater that consumes energy after the battery has been boosted 70 in the converter 61 (for example, DC power of about 650 volts) is obtained to generate heat and can consume very high energy. Furthermore, the EHC 140 also heated by consuming the energy that, after converting AC energy, through the first MG 20 or the second MG 30 is generated in DC power in the inverter 62 . 63 is obtained.

Between the EHC 140 and the ECU 60 is a switching device 100 intended. The switching device 100 In its interior, an EHC relay R1 provided on the positive branch line PLehc, an EHC relay R2 provided on the negative branch line Nlehc, a backup power supply 110 , which stores operational energy from EHC relays R1, R2 for emergencies, and a monitoring sensor 120 who consumed energy Pehc of the EHC 140 supervised. The on-off operation of each of the EHC relays R1, R2 is controlled by control signals from the ECU 200 controlled. Each of the EHC relays R1 and R2 may be operated with power from an auxiliary engine battery (not illustrated) and / or a backup power supply 110 provided. Thus, even if the power supply path from the auxiliary machine battery is turned off at the time of the vehicle collision, the operation of the EHC relays R1, R2 can be with the backup power supply 110 be ensured.

Further, a leakage current detector 150 connected to the negative branch NLehc. The leakage current detector 150 detects the leakage current on the feed path that the EHC 140 and the PCU 60 connects (hereinafter referred to as "EHC leakage").

Different types of leakage detectors can be used as leak detectors 150 be used.

While driving the vehicle 1 having the above-described structure, the occurrence of a vehicle collision causes rapid reduction of the vehicle speed. This rapid reduction in vehicle speed can in some cases be the first MG 20 turn to the first MG 20 to cause a counter-electromotive force.

3 represents changes in the engine rotation speed Ne, the first MG rotation speed Nm1 and the second MG rotation speed Nm2 at the time of vehicle collision, which are displayed on a collinear graph.

As described above, motor rotation speed Ne, first MG rotation speed Nm1, and second MG rotation speed Nm2 have a linear relationship in the collinear graph. In other words, the first MG rotation speed Nm1 is determined depending on the motor rotation speed Ne and the second MG rotation speed Nm2. Because the second MG 30 to the drive wheels 80 through the reducer 50 is coupled, the second MG rotation speed Nm2 has a value proportional to the vehicle speed.

While driving forward using the drive power of the engine 10 and the second MG 30 (compare collinear line L1), in other words, when the vehicle collision occurs, the vehicle speed rapidly reduces the second MG rotational speed Nm2. At this time the engine tries 10 which is already rotating to maintain the same rotational speed according to the law of inertia. On the other hand, since the ECU 200 the SMR 71 controls the open state to shut off the battery from the ECU 60 At the time of vehicle collision, the first MG 20 do not apply torque. Thus, as indicated by the collinear line L2, at the time of the vehicle collision, rapidly reducing the second MG rotation speed Nm2 (collinear line L2) in 3 Illustrates the case where the vehicle speed falls to zero in a moment) to rapidly increase the first rotation speed Nm1 so that the first MG 20 a large counterelectromotive force with one at the first MG 20 attached permanent magnets generated. Thus, it is desirable that the back electromotive force generated in the first MG 20 is generated, is consumed immediately at the time of vehicle collision.

However, because of the discharge resistance 66 for extracting residual electric charge of the smoothing capacitors 64 . 65 is used, and thus its capacity is relatively small, when the discharge resistance 66 is used as an equipment for consuming the back electromotive force, the capacity for directly consuming the back electromotive force of the first MG 20 to driving, which has a high capacity, scarce. Further, since a considerable time is required to increase the rotational speed of the air conditioning motor to the rotational speed, which enables the consumption of the back electromotive force, which in the current first MG 20 can be when an air conditioning engine (such as a compressor) as equipment for consuming the counter electromotive force is used, the counterelectromotive force in the current first MG 20 is generated, not consumed immediately. Furthermore, it is to be feared that a capacity of the air conditioning engine becomes scarce.

Accordingly, the ECU closes 200 According to the present embodiment, the EHC relays R1, R2 at the time of vehicle collision to the EHC 140 and the first MG 20 electrically connect, so that the counter electromotive force in the first MG 20 is generated by the EHC 140 consumed, which consumes large amounts of energy. This is the most significant feature of the present invention.

4 represents a functional block diagram of the ECU 200 , which represents sections relating to the control executed at the time of the vehicle collision. The ECU 200 includes a collision determination unit 210 , an SMR switch-off unit 220 and an EHC relay controller 230 ,

The collision determination unit 210 determines whether or not the vehicle collision has occurred based on a detection result of the collision sensor 2 and gives a determination result to the SMR turn-off unit 220 and the EHC relay controller 230 out.

When it is determined that the vehicle collision has occurred, the SMR turn-off unit opens 220 SMR 71 for the electrical separation of battery 70 and ECU 60 ,

If it is determined that the vehicle collision has occurred, the EHC relay controller determines 230 the presence or absence of the EHC leakage current based on the leakage current detector 150 , Then, if there is no EHC leakage, the EHC relay controller closes 230 the EHC relays R1, R2 for electrically connecting EHC 140 and first MG 20 ,

5 represents a current flow to the EHC 140 is provided when EHC relays R1, R2 are closed at the time of vehicle collision. As described above, at the time of the vehicle collision, rapidly reducing the reduction of the second MG rotational speed Nm2 forces the first MG 20 to rotate so that the counterelectromotive force at the first MG 20 is produced.

As in 5 2, a current generated by the back electromotive force passes through the inverter 22 and then becomes the EHC 140 provided. As a result, the back electromotive force generated in the first MG 20 produced directly at the EHC 140 consumed. At this time, since the current caused by the counterelectromotive force is applied to the diode of the inverter 62 he flies between the first MG 20 and the EHC 140 without operation of the inverter 62 , Further, in the present embodiment, the EHC 140 between the converter 61 and the inverter 62 connected. Accordingly, the operation of the converter 61 unnecessary. Thus, in the present embodiment, even if the SMR 61 at the time of vehicle collision is off, or even when the converter 61 and the inverter 62 in an inoperative state due to the influence of the vehicle collision, the counter electromotive force generated in the first MG on the ECU 140 consumed.

According to 4 accumulates after closing the EHC relays R1, R2 of the EHC relay controller 230 Energy consumed by the EHC Pehc from the monitoring sensor 120 , When a cumulative value (accumulated value) of energy Pehc consumed by the EHC exceeds a predetermined allowable value, the EHC relay controller opens 230 the EHC relays R1, R2 for electrically disconnecting EHC 140 and first MG 20 , As a result, while the counter electromotive force acting in the first MG 20 generated at the ECU 140 is consumed until the first MG rotational speed Nm1 is decreased by a certain amount, the EHC and the first MG 20 electrically disconnected after the amount of energy exceeding the allowed value at the EHC 140 is consumed, allowing overvoltage and overheating of the EHC 140 can be avoided.

6 Fig. 10 is a flowchart showing the processing procedures of the ECU 200 to obtain the functions explained above. This flowchart is repeated at predetermined cycles during activation of the ECU 200 executed.

In step (hereinafter, the expression "step" is abbreviated to "S"), the ECU determines 200 Presence or absence of vehicle collision. If there is no vehicle collision (NO in S110), this processing is completed.

If the vehicle collision exists (YES at S10), the ECU shifts 200 the SMR 71 off at S11.

At S12, the ECU determines 200 the presence or absence of EHC leakage current. If the EHC leakage current is present (NO at S12), this processing is completed.

If there is no EHC leakage current (YES at S12), the ECU closes 200 the EHC relays R1, R2 at S13. As a result, as described above, the back electromotive force generated in the first MG 20 produced at the EHC 140 consumed.

At S14, the ECU accumulates 200 Energy consumed by the EHC Pehc.

At S15, the ECU determines 200 whether or not the cumulative value of the energy Pehc consumed by the EHC exceeds the allowed value. When the cumulative value of the energy Pehc consumed by the EHC does not exceed the allowable value (NO at S15), the processing proceeds to S14 and accumulation of energy Pehc consumed by the EHC is repeated.

When the cumulative value of energy Pehc consumed by the EHC exceeds the allowable value (YES at S15), the ECU opens 200 the EHC relays R1, R2 at S16. As a result, overheating and overheating of the EHC 140 prevented.

As described above, in the vehicle closes 1 According to the present embodiment, when the vehicle collision has occurred, the ECU 200 the EHC relays R1, R2 for electrically connecting the first MG 20 with the EHC 140 (electrical resistance), which is able to consume a large amount of energy. Consequently, the counterelectromotive force generated in the first MG 20 generated at the time of the vehicle collision, directly at the EHC 140 consumed.

LIST OF REFERENCE NUMBERS

• 1 Vehicle; 2 Collision sensor; 10 Engine; 20 first MG; 30 second MG; 40 Driving power divider; 50 reducer; 60 ECU; 61 converter; 62 . 63 inverter; 64 . 65 Smoothing capacitor; 66 discharge; 70 Battery; 71 SMR; 80 Drive wheels; 100 switching means; 110 Backup power supply; 120 Monitoring sensor; 130 Exhaust duct; 140 EHC; 150 Leakage current detector; 200 ECU; 210 Collision determination unit; 220 removing unit; 230 Relay controller; NL1 negative line; NLehc negative branch line; PL1, PL2 positive line; PLehc positive branch line; R1, R2 EHC relay.

Claims (6)

Vehicle ( 1 ), comprising: an electrical resistor that converts electrical energy into thermal energy; a motor generator ( 20 ) which generates a counter-electromotive force with rotation, which by reducing a rotational speed of wheels ( 80 ) is caused at a time of vehicle collision; a switching device ( 100 ) including a switching circuit (R1, R2) that switches an electrical connection state between the electrical resistance and the rotary electric machine; and the motor generator ( 20 ) switches; and a control device ( 200 ) controlling the switching circuit (R1, R2), the control means controlling the switching circuit (R1, R2) at the time of the vehicle collision for electrically connecting the electric resistance and the motor generator (FIG. 20 ), to enable the electrical resistance, the counter electromotive force acting in the motor generator ( 20 ) is generated at the time of the vehicle collision, to consume; the vehicle ( 1 ) further comprises: an internal combustion engine ( 10 ); an electrical storage device ( 70 ), the power to power the motor generator ( 20 ) stores; a converter ( 61 ), the voltage conversion between the electrical storage device and the motor generator ( 20 ); and an inverter ( 62 ), the power conversion between the converter ( 61 ) and the motor generator ( 20 ), wherein the electrical resistance is an electrically heatable catalyst device ( 140 ) connected to a power line (PL2, NL1) connecting the converter ( 61 ) and the inverter ( 62 ) coupled to exhaust gas of the internal combustion engine ( 10 ), and the switching device ( 100 ) between the electrical resistance and both the transducer ( 61 ) as well as the inverter ( 62 ) is provided. Vehicle ( 1 ) according to claim 1, wherein when an accumulated value of consumed energy of the catalyst device ( 140 ) exceeds a limit after the motor generator ( 20 ) and the catalyst device ( 140 ) are electrically connected, the control device, the switching device ( 100 ) for electrically disconnecting the motor generator ( 20 ) and the catalyst device ( 140 ) controls. Vehicle ( 1 ) according to claim 1, wherein if there is no leakage on a feed path connecting the catalyst device ( 140 ) and the motor generator ( 20 ) is present at the time of vehicle collision, the control means controls the switching circuit (R1, R2) to drive the motor generator ( 20 ) and the catalyst device ( 140 ) electrically connect. Vehicle ( 1 ) according to claim 1, wherein the switching device ( 100 ) in its interior a backup power supply ( 110 ) which stores operational power for the switching circuit (R1, R2). Vehicle ( 1 ) according to claim 1, further comprising: another motor generator ( 30 ) which rotates in conjunction with the wheels; and a planetary gear device ( 40 ), wherein the planetary gear device ( 40 ) a sun gear, an external gear, with the other motor generator ( 30 ), a pinion meshing with the sun gear from the outer wheel, and a carrier connected to the engine ( 10 ) and rotatably supports the pinion. Method for controlling a vehicle ( 1 ) according to one of the preceding claims, the method comprising the steps of: determining whether or not a vehicle collision has occurred; and the electrical resistance enabling a counterelectromotive force to be generated in the motor generator ( 20 ) is generated at the time of vehicle collision by controlling the switching circuit (R1, R2) for electrically connecting the electric resistance and the motor generator (FIG. 20 ) when it is determined that a vehicle collision has occurred.

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