JP2022088996A - Control method for vehicle and control device for vehicle - Google Patents

Abstract

To provide a control method for vehicle capable of suppressing decrease in temperature in a cylinder even when an engine in a stall state is driven by a power generating motor.SOLUTION: A controller 20 which controls a vehicle 100 drives, if SOC of a battery 3 rises up to a threshold R1 in a stall state of an engine 1, the engine 1 by a power generating motor 2, and executes electric power consumption control to adjust valve timing of an intake valve 15 and an exhaust valve 16 to take an exhaust gas in an exhaust passage 12 into the cylinder 10 of the engine 1.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control method for controlling a vehicle and a vehicle control device.

Patent Document 1 discloses a series-type hybrid vehicle having a generator driven by an internal combustion engine, a battery for charging the output of the generator, and a traveling drive electric motor driven by the electric power of the battery. ..

Japanese Unexamined Patent Publication No. 8-79914

In the hybrid vehicle described in Patent Document 1, when the electric power generated during the regenerative operation of the electric motor cannot be charged to the battery, the generator is energized by the inverter for the generator to operate as the electric motor, and the internal combustion engine is forcibly driven. By doing (turning from), power is consumed.

However, when the engine is rotated from the beginning, combustion is not performed in the cylinder, and the outside air passes through the cylinder as it is, so that the temperature in the cylinder may decrease. When the temperature inside the cylinder drops in this way, emissions may increase when the engine is restarted.

The present invention has been made in view of such technical problems, and is a vehicle control method capable of suppressing a temperature drop in a cylinder even when the engine is driven by a power generation motor while the engine is stopped. The purpose is to provide.

According to an aspect of the present invention, the vehicle includes an engine having an intake valve and an exhaust valve, a first motor that generates electricity by power from the engine, and a battery that is charged with the electricity generated by the first motor. A second motor that drives the drive wheels by the electric power supplied from the battery and generates electricity by the electric power from the drive wheels. Further, in the vehicle control method for controlling the vehicle, when the charge rate of the battery rises to the first predetermined value while the engine is stopped, the engine is driven by the first motor. , The valve timings of the intake valve and the exhaust valve are adjusted to execute power consumption control for taking the exhaust gas in the exhaust passage into the cylinder of the engine.

According to the present invention, since the exhaust gas in the exhaust passage can be taken into the cylinder of the engine, it is possible to prevent outside air having a temperature lower than the exhaust gas from passing through the cylinder. As a result, even when the engine is driven by the first motor, it is possible to suppress the temperature drop in the cylinder while preventing the battery from being overcharged.

FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. FIG. 2 is a flowchart showing power consumption control according to the embodiment of the present invention. FIG. 3 is an example of a time chart by power consumption control according to the embodiment of the present invention. FIG. 4 is an example of a time chart by power consumption control according to a modified example. FIG. 5 is an example of a valve timing diagram during power consumption control according to the present embodiment of the present invention. FIG. 6 is an example of a valve timing diagram during normal control according to the present embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings and the like.

A control method for the vehicle 100 according to the embodiment of the present invention will be described with reference to FIG.

The vehicle 100 includes an engine 1, a power generation motor 2 as a first motor, a battery 3, a traveling motor 4 as a second motor, an intake passage 11 through which outside air sucked into the engine 1 passes, and an engine 1. It includes an exhaust passage 12 through which exhaust gas passes, and a controller 20 as a control device for controlling the vehicle 100. The vehicle 100 of the present embodiment is a series-type hybrid vehicle in which the engine 1 is used only for power generation and the traveling motor 4 is used for driving the wheels 5 and regenerating electric power.

The engine 1 is an internal combustion engine that uses gasoline as fuel, and has a plurality of cylinders 10 (three in FIG. 1).

A throttle valve 14 is arranged in the intake passage 11. The throttle valve 14 is driven and controlled by the controller 20. The throttle valve 14 adjusts the flow rate of the intake air supplied to the engine 1.

Each cylinder 10 of the engine 1 has a fuel injection device (not shown), an intake valve 15, an exhaust valve 16, a valve operating mechanism (not shown) that adjusts the valve timing of the intake valve 15 and the exhaust valve 16, respectively. An ignition plug (not shown) or the like is provided. By controlling the fuel injection device at a predetermined timing, fuel is injected into the cylinder 10 of the engine 1, and a mixture of fuel and air is injected in the cylinder 10 with the operation of the piston (not shown). Is formed. This mixture is burned based on the sparks generated at the spark plug.

The engine 1 is mechanically connected to the power generation motor 2 via the speed reducer 13. The power of the engine 1 is transmitted to the power generation motor 2 via the speed reducer 13, and the power generation motor 2 is rotated by the power of the engine 1 to generate power. The power generation motor 2 is electrically connected to the battery 3, and the power generated by the power generation motor 2 is charged into the battery 3.

The exhaust passage 12 is provided with a catalyst 30 as an electric heating catalyst that purifies the exhaust gas from the engine 1. In this embodiment, for the catalyst 30, for example, a three-way catalyst is used. The catalyst 30 purifies NOx, CO, HC and the like in the exhaust gas into harmless nitrogen, water, carbon dioxide and the like by oxidizing and reducing them. Further, the catalyst 30 is warmed up by the heat of the exhaust gas, and the exhaust gas can be purified with high efficiency particularly when the temperature reaches a predetermined active temperature or higher.

The catalyst 30 has a heating device 31 near the inlet. The heating device 31 generates heat when the electric power of the battery 3 is supplied, and heats the exhaust gas flowing near the inlet of the catalyst 30. By heating the exhaust gas flowing near the inlet of the catalyst 30 in this way, the temperature of the three-way catalyst can be raised faster, so that the catalyst performance can be exhibited more quickly.

The battery 3 is composed of, for example, a lithium ion battery. The battery 3 is charged with the electric power regenerated by the traveling motor 4 and the electric power generated by the power generation motor 2, and supplies the charged electric power to the traveling motor 4.

The SOC (charge rate) of the battery 3 is detected by the SOC sensor 3a and transmitted to the controller 20. The controller 20 controls the charging of the battery 3 based on the SOC (charging rate).

The traveling motor 4 is driven by electric power supplied from the battery 3 via the inverter 6. The rotational power of the traveling motor 4 is transmitted to the wheels 5 via the gear mechanism 7, so that the vehicle 100 travels.

In the vehicle 100, for example, when a large driving force is required as in a high load and the driving force requirement cannot be satisfied only by the electric power from the battery 3, the vehicle 100 is connected to the engine 1 in addition to the electric power from the battery 3. The electric power from the power generation motor 2 (power generated by the engine 1) is also supplied to the traveling motor 4. On the other hand, when a large driving force is not required as in the case of medium or low load, the traveling motor 4 is supplied with electric power only from the battery 3, and all the electric power generated by the engine 1 is charged to the battery 3.

The controller 20 includes a general-purpose electronic circuit including a microcomputer, a microprocessor, and a CPU, and peripheral devices. The controller 20 executes various controls of the vehicle 100 by executing a program stored in advance based on the traveling state (vehicle speed, SOC, etc.) of the vehicle 100.

Next, the charge control of the battery 3 will be described.

The charging of the battery 3 is controlled by the controller 20. When the SOC of the battery 3 drops to the threshold value RL, which is the lower limit of the charge control, the controller 20 drives the engine 1. As a result, the power generation motor 2 is driven, the electric power generated by the power generation motor 2 is supplied to the battery 3, and the battery 3 is charged.

When the SOC of the battery 3 rises to the threshold value RH which is the upper limit of the charge control, the controller 20 stops the engine 1. As a result, the power generation motor 2 is stopped, and the power generation by the power generation motor 2 is stopped.

Further, when the vehicle 100 is decelerating or traveling on the coast, electric power is regenerated by rotating the traveling motor 4 by the driving force of the wheels 5. The electric power regenerated by the traveling motor 4 is charged into the battery 3.

In a state where the SOC of the battery 3 exceeds the threshold value RH, for example, when the vehicle 100 is traveling on the coast on a long downhill, the regeneration by the traveling motor 4 described above is continued. As a result, the SOC rises to the threshold value R1 which is the upper limit of chargeability of the battery 3, and the electric power regenerated by the traveling motor 4 cannot be charged. Therefore, when the SOC rises to the threshold value R1, the power generation motor 2 is driven by the electric power of the battery 3. That is, the power generation motor 2 consumes the electric power of the battery 3. Further, since the engine 1 is driven by the drive of the power generation motor 2, the engine 1 acts as a load of the power generation motor 2. As a result, the power consumption of the battery 3 can be increased. Further, by controlling the rotation speed of the power generation motor 2, the power consumption of the battery 3 can be controlled. The controller 20 is a power generation motor 2 so that the SOC of the battery 3 does not exceed the threshold R1 based on the amount of power generated by the regeneration by the traveling motor 4 and the amount of power consumed by driving the power generation motor 2. Controls the rotation speed and so on.

Further, at this time, the fuel injection valve and the spark plug are maintained in the OFF state so that the engine 1 is turned (idle) from the engine 1, that is, the combustion control is not performed.

By the way, when the engine 1 is rotated in this way, combustion is not performed in the cylinder 10, and the outside air passes through the cylinder 10 as it is. Immediately after the engine 1 is stopped, the temperature inside the cylinder 10 (inside cylinder temperature Tc) is higher than that of the outside air, so heat exchange is performed with the outside air passing through the cylinder 10, and the inside temperature Tc May decrease. If the in-cylinder temperature Tc is lowered in this way, the emissions may increase when the engine 1 is restarted.

Therefore, in the vehicle 100 of the present embodiment, when the SOC of the battery 3 rises to the upper limit while the engine 1 is stopped, the power consumption of the battery 3 is consumed while suppressing the temperature drop in the cylinder 10. Control (hereinafter simply referred to as "power consumption control") is executed. Hereinafter, the power consumption control of the present embodiment will be described with reference to FIGS. 2 and 3.

FIG. 2 is a flowchart showing a control flow related to the power consumption control of the present embodiment. The control shown in the flowchart shown in FIG. 2 is executed based on a program stored in advance in the controller 20.

In step S1, it is determined whether or not the engine 1 is stopped. If the engine 1 is stopped, the process proceeds to step S2, and if the engine 1 is driven, the power generation motor 2 is charging, so the process proceeds to END.

In step S2, it is determined whether or not the SOC of the battery 3 is equal to or higher than the first predetermined value (threshold value R1). Specifically, the controller 20 determines whether or not the SOC detected by the SOC sensor 3a is equal to or higher than the first predetermined value (threshold value R1). If the SOC is equal to or higher than the first predetermined value (threshold value R1), the process proceeds to step S3. On the other hand, if the SOC is less than the first predetermined value (threshold value R1), the battery 3 can be charged, so the process proceeds to END as it is.

In step S3, power consumption control is started. Specifically, the controller 20 drives the power generation motor 2 by the electric power of the battery 3 and drives (turns) the engine 1. Further, at this time, the controller 20 takes in the exhaust gas in the exhaust passage 12 into the cylinder 10 as the engine 1 is driven, for example, at the valve timing as shown in FIG. 5, the intake valve 15 and the controller 20. The exhaust valve 16 is controlled. Specifically, the valve opening timing of the intake valve 15 is significantly delayed compared to the valve timing during normal operation of the engine 1 (see FIG. 6), and the intake valve 15 is opened before the intake bottom dead center (see FIG. 6). IVO), valve closure near compression top dead center (IVC). The exhaust valve 16 is opened before the expansion bottom dead center (EVO) and closed near the exhaust top dead center (EVC) as in the normal control. By controlling the valve timings of the intake valve 15 and the exhaust valve 16 in this way by the valve operating mechanism, it is possible to suppress the outside air from passing through the cylinder 10 and to suck the exhaust gas into the cylinder 10. .. At this time, it is preferable to control the lift amount of the intake valve 15 so as to be as small as possible. Since the inside of the cylinder 10 has a negative pressure when the intake valve 15 is opened, the outside air flows into the cylinder 10. Therefore, by reducing the lift amount of the intake valve 15, the amount of outside air sucked into the cylinder 10 when the intake valve 15 is opened can be reduced. More preferably, it is preferable to keep the intake valve 15 in a closed state while the power consumption control is being executed. This makes it possible to reliably prevent outside air from being sucked into the cylinder 10. It should be noted that these can be realized by using a variable valve timing mechanism, a valve operating mechanism used for cylinder deactivation, etc. as the valve operating mechanism. Further, the valve operating mechanism is not limited to the mechanical type, and may be any type such as a hydraulic type, an electric type, and an electromagnetic valve type.

Further, during the execution of the power consumption control, the controller 20 sets the rotation speed of the power generation motor 2 and the like so that the amount of power consumed by driving the power generation motor 2 exceeds the amount of power generated by the regeneration by the traveling motor 4. Control.

When the engine 1 is driven in this way, the exhaust gas in the exhaust passage 12 is sucked into the cylinder 10, and the sucked exhaust gas is discharged from the cylinder 10 to the exhaust passage 12, and the exhaust gas is sucked and sucked. Exhaust is repeated. Since the exhaust gas immediately after the engine 1 is stopped has a higher temperature than the outside air, it is possible to suppress a decrease in the temperature inside the cylinder 10 (cylinder temperature Tc) as compared with the turning of the engine 1 accompanied by the passage of the outside air.

Further, in the power consumption control of the present embodiment, the controller 20 energizes the heating device 31 of the catalyst 30 at the same time as the power consumption control is started. This heats the exhaust gas in the vicinity of the catalyst 30 in the exhaust passage 12. By repeatedly sucking and discharging the exhaust gas into the cylinder 10 as described above, the exhaust gas in the exhaust passage 12 flows. As a result, the exhaust gas heated by the heating device 31 in the vicinity of the catalyst 30 also flows, so that the catalyst 30 can be heated.

In step S4, it is determined whether or not the SOC of the battery 3 is equal to or less than the second predetermined value (threshold value R2). Specifically, the controller 20 determines whether or not the SOC detected by the SOC sensor 3a is equal to or less than the second predetermined value (threshold value R2). If the SOC is equal to or less than the second predetermined value (threshold value R2), the power of the battery 3 can be sufficiently consumed, so that the process proceeds to step S7 and the power consumption control is terminated. On the other hand, if the SOC is larger than the second predetermined value (threshold value R2), the process proceeds to step S5.

In step S5, it is determined whether or not the temperature Th of the heating device 31 is equal to or higher than the first predetermined temperature T1. Specifically, the controller 20 determines whether or not the temperature Th of the heating device 31 detected by the temperature sensor 31a is equal to or higher than the first predetermined temperature T1. If the temperature Th of the heating device 31 is equal to or higher than the first predetermined temperature T1, it is determined that the heating device 31 is in an overheated state, the process proceeds to step S7, and the power consumption control is terminated. On the other hand, if the temperature Th of the heating device 31 is less than the first predetermined temperature T1, the process proceeds to step S6.

In step S6, it is determined whether or not the temperature in the cylinder 10 (cylinder temperature Tc) is equal to or higher than the second predetermined temperature T2. Specifically, the controller 20 determines whether or not the in-cylinder temperature Tc detected by the in-cylinder temperature sensor 10a is equal to or higher than the second predetermined temperature T2. If the in-cylinder temperature Tc is equal to or higher than the second predetermined temperature T2, the process proceeds to step S7, and the power consumption control is terminated. On the other hand, if the in-cylinder temperature Tc is less than the second predetermined temperature T2, the process returns to step S4.

In step S7, the power consumption control is terminated. Specifically, the controller 20 stops driving the power generation motor 2 and puts the heating device 31 in a non-energized state. The controller 20 also switches the valve timings of the intake valve 15 and the exhaust valve 16 to the valve timing program used for normal operation (combustion control).

As described above, the power consumption control of the present embodiment is performed until the SOC of the battery 3 drops to the threshold value R2.

In the power consumption control of the present embodiment, when the engine 1 is driven by the power generation motor 2, the exhaust gas in the exhaust passage 12 is taken into the cylinder 10 of the engine 1, so that the inside of the cylinder 10 is lower than the exhaust gas. It is possible to prevent the passage of outside air. As a result, even when the engine 1 is driven by the power generation motor 2, the temperature drop in the cylinder 10 can be suppressed, so that the fuel injection amount at the time of restart can be reduced and the increase in emissions can be suppressed.

Next, a specific example of the power consumption control of the present embodiment will be described with reference to the time chart of FIG.

FIG. 3 shows a case where the engine 1 is driven and the power generation motor 2 is generating power while traveling downhill. The dotted lines at the catalyst temperature Ts and the cylinder temperature Tc in FIG. 3 do not adjust the valve timings of the intake valve 15 and the exhaust valve 16, that is, when the outside air passes through the cylinder 10 when the engine 1 is turned from. An example of is shown.

At time t1, when the SOC of the battery 3 rises to the threshold RH, the controller 20 stops the engine 1. As a result, combustion in the cylinder 10 is stopped, so that the temperature Tc in the cylinder gradually decreases. Further, when the engine 1 is stopped, the exhaust gas is not discharged from the inside of the cylinder 10, so that the catalyst temperature Ts also gradually decreases.

Further, at this time, since the vehicle 100 is traveling downhill, regeneration is performed by the traveling motor 4. The electric power generated by the traveling motor 4 is charged in the battery 3. Therefore, the SOC of the battery 3 continues to rise.

At time t2, when the SOC of the battery 3 rises to the threshold value R1, the controller 20 starts power consumption control. Specifically, as described above, the controller 20 drives the power generation motor 2 by the electric power of the battery 3 and drives (turns) the engine 1. At this time, the controller 20 adjusts the valve timings of the intake valve 15 and the exhaust valve 16 so that the exhaust gas in the exhaust passage is taken into the cylinder of the engine.

Further, at time t2, the controller 20 energizes the heating device 31 of the catalyst 30.

In this way, the electric power of the battery 3 is consumed by driving the power generation motor 2 with the electric power of the battery 3 and energizing the heating device 31. At this time, the regeneration by the traveling motor 4 is continued.

As described above, since the engine 1 is driven (turned from), the exhaust gas in the exhaust passage 12 is repeatedly sucked into the cylinder 10 and discharged from the cylinder 10. As a result, the exhaust gas heated by the heating device 31 is guided into the cylinder 10, so that the cylinder temperature Tc rises. Further, since the exhaust gas in the exhaust passage 12 flows by driving the engine 1, the catalyst temperature Ts also rises.

At time t3, when the SOC of the battery 3 drops to the threshold value R2, the controller 20 ends the power consumption control. Specifically, the controller 20 stops driving the power generation motor 2 and puts the heating device 31 in a non-energized state. When the drive of the power generation motor 2 is stopped and the heating device 31 is de-energized, the power consumption of the battery 3 ends. Therefore, even after the time t3, the SOC of the battery 3 rises due to the electric power generated by the traveling motor 4.

When the vehicle 100 travels on a flat ground at time t4, the regeneration by the traveling motor 4 ends, and the controller 20 drives the traveling motor 4 by the electric power of the battery 3. At this time, since the SOC of the battery 3 is equal to or higher than the threshold value RL, the engine 1 is not driven, and the vehicle 100 is in the motor running mode in which the traveling motor 4 is driven by the electric power of only the battery 3. Further, at this time, since the engine 1 is not driven, the in-cylinder temperature Tc and the catalyst temperature Ts are further lowered. Further, since the power of the battery 3 is consumed, the SOC of the battery 3 also decreases.

At time t5, when the SOC of the battery 3 drops to the threshold value RL, the controller 20 drives the engine 1 and starts power generation by the power generation motor 2. As a result, the SOC of the battery 3 rises again. Further, as the engine 1 is driven, the in-cylinder temperature Tc and the catalyst temperature Ts increase.

As described above, in the present embodiment, when the SOC of the battery 3 rises to the threshold value R1, the power consumption control for consuming the power of the battery 3 by driving the power generation motor 2 is started. At this time, by taking the exhaust gas in the exhaust passage 12 into the cylinder 10 of the engine 1, it is possible to prevent the outside air having a temperature lower than the exhaust gas from being sucked into the cylinder 10. As a result, it is possible to suppress the temperature drop in the cylinder 10 while preventing the battery 3 from being overcharged. Further, by suppressing the temperature drop in the cylinder 10, the fuel injection amount at the time of restart can be reduced and the increase in emissions can be suppressed.

In the examples shown in FIGS. 2 and 3, the heating device 31 was energized when the power consumption control was executed, but the heating device 31 may not be energized when the power consumption control is executed. In this case, the cylinder temperature Tc and the catalyst temperature Ts cannot be increased during the execution of power consumption control, but since the outside air does not pass through the cylinder 10, the outside air does not pass through the cylinder 10 as compared with the case where the outside air passes through the cylinder 10. It is possible to suppress a decrease in the in-cylinder temperature Tc and the catalyst temperature Ts (see the alternate long and short dash line in FIG. 4).

By adjusting the capacity of the cylinder 10, the pipe length, the pipe diameter, etc. of the exhaust passage 12, the amount of exhaust gas sucked into the cylinder 10 is adjusted from the capacity from the outlet port of the engine 1 to the inlet of the catalyst 30 in the exhaust passage 12. It is also preferable to increase the size. In this case, the exhaust gas warmed by the heating device 31 can be sucked into the cylinder 10, so that the cylinder 10 can be warmed more effectively.

Even if the amount of exhaust gas sucked into the cylinder 10 is less than or equal to the capacity from the outlet port of the engine 1 to the inlet of the catalyst 30 in the exhaust passage 12, the exhaust gas in the vicinity of the catalyst 30 can flow. Overheating of the heating device 31 can be suppressed, and the catalyst 30 can be heated.

The configuration, operation, and effect of the embodiment of the present invention configured as described above will be collectively described.

The vehicle 100 is charged with an engine 1 having an intake valve 15 and an exhaust valve 16, a first motor (power generation motor 2) that generates electricity by power from the engine 1, and power generated by the first motor (power generation motor 2). A second motor (traveling motor 4) that drives the wheels 5 by the electric power supplied from the battery 3 and generates electricity by the power from the wheels 5 is provided.

The controller 20 (control device) that controls the vehicle 100 is a first motor (control device) when the charge rate (SOC) of the battery 3 rises to the first predetermined value (threshold R1) while the engine 1 is stopped. The engine 1 is driven by the power generation motor 2), and the valve timings of the intake valve 15 and the exhaust valve 16 are adjusted to execute power consumption control for taking the exhaust gas in the exhaust passage 12 into the cylinder 10 of the engine 1.

In this configuration, since the exhaust gas in the exhaust passage 12 is taken into the cylinder 10 of the engine 1, it is possible to prevent outside air having a temperature lower than the exhaust gas from passing through the cylinder 10. As a result, even when the engine 1 is driven by the first motor (power generation motor 2), the temperature drop in the cylinder 10 can be suppressed while preventing the battery 3 from being overcharged, so that the fuel injection amount at the time of restart is reduced. At the same time, the increase in emissions can be suppressed.

Further, the controller 20 ends the power consumption control when the charge rate (SOC) of the battery 3 drops to the second predetermined value (threshold value R2).

With this configuration, it is possible to prevent the SOC of the battery 3 from being excessively discharged. As a result, the power generation by the engine 1 can be suppressed, so that deterioration of fuel efficiency can be prevented.

The vehicle 100 is further provided with an electric catalyst (catalyst 30) provided in the exhaust passage 12 to purify the exhaust gas released to the atmosphere and to have a heating device 31 heated by the electric power of the battery 3. Further, the controller 20 energizes the heating device 31 while the power consumption control is being executed.

While the power consumption control is being executed, the exhaust gas in the vicinity of the heating device 31 can be heated by energizing the heating device 31. At this time, since the engine 1 is rotated from, the exhaust gas in the exhaust passage 12 flows. As a result, the exhaust gas in the vicinity of the electric heating catalyst (catalyst 30) can be made to flow, so that overheating of the heating device 31 can be suppressed and the catalyst 30 can be heated. Further, since the heated exhaust gas can be flowed in the exhaust passage 12, the generation of condensed water can be suppressed.

The controller 20 ends the power consumption control when the heating device 31 rises to the first predetermined temperature T1.

With this configuration, it is possible to prevent the heating device 31 from being overheated and prevent damage to the heating device 31.

In the vehicle 100, the amount of exhaust gas sucked into the cylinder 10 is larger than the capacity from the outlet port of the engine 1 in the exhaust passage 12 to the inlet of the electric heating catalyst (catalyst 30).

In this configuration, the exhaust gas warmed by the heating device 31 can be sucked into the cylinder 10, so that the cylinder 10 can be warmed more effectively.

In the vehicle 100, the amount of exhaust gas sucked into the cylinder 10 is equal to or less than the capacity from the outlet port of the engine 1 in the exhaust passage 12 to the inlet of the electric heating catalyst (catalyst 30).

In this configuration, since the exhaust gas in the vicinity of the electric heating catalyst (catalyst 30) can be flowed, overheating of the heating device 31 can be suppressed and the catalyst 30 can be heated.

The controller 20 ends the power consumption control when the temperature in the cylinder 10 (cylinder temperature Tc) rises to the second predetermined temperature T2.

In this configuration, even if the temperature sensor 31a that detects the temperature Th of the heating device 31 is out of order, the overheating of the heating device 31 is detected by detecting the temperature inside the cylinder 10 (cylinder temperature Tc). can do. This makes it possible to improve the reliability of the device.

The controller 20 maintains the intake valve 15 in a closed state while the power consumption control is being executed.

In this configuration, since the intake valve 15 is closed while the power consumption control is being executed, the exhaust gas does not flow out to the intake passage 11. Further, by keeping the intake valve 15 in a closed state, it is possible to prevent oxygen (outside air) from being guided to the catalyst 30 through the cylinder 10 and the exhaust passage 12. As a result, deterioration of the catalyst performance at the time of restarting the engine 1 can be suppressed.

Although the embodiments of the present invention have been described above, the above-described embodiments show only a part of the application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above-described embodiments. do not have.

In the above embodiment, the execution condition of the power consumption control is that the SOC is equal to or higher than the first predetermined value (threshold value R1), but the present invention is not limited to this. For example, when the SOC is expected to rise to the first predetermined value (threshold value R1) based on the rate of increase of the SOC or the amount of power generation estimated from the vehicle speed and the inclination angle of the vehicle 100. Power consumption control may be performed.

Further, in the above embodiment, the termination condition of the power consumption control is set to have the SOC equal to or higher than the second predetermined value (threshold value R2), but the present invention is not limited to this. For example, the power consumption control may be terminated when a predetermined time has elapsed from the start of the power consumption control.

The catalyst 30 and the heating device 31 may be configured separately or integrally.

Further, the in-cylinder temperature Tc and the temperature Th of the heating device 31 may be estimated values such as calculations, not the values detected by the sensor.

100 Vehicle 1 Engine 2 Power generation motor (1st motor)
3 Battery 3a SOC sensor 4 Traveling motor (second motor)
10 Cylinder 10a Cylinder temperature sensor 11 Intake passage 12 Exhaust passage 15 Intake valve 16 Exhaust valve 20 Controller (control device)
30 Catalyst 31 Heating device 31a Temperature sensor

Claims (9)

Engines with intake and exhaust valves,
The first motor that generates electricity by the power from the engine and
A battery in which the electric power generated by the first motor is charged, and
A vehicle control method for controlling a vehicle including a second motor that drives a drive wheel by electric power supplied from the battery and generates electricity by power from the drive wheel.
When the charge rate of the battery rises to a first predetermined value while the engine is stopped, the engine is driven by the first motor and the valve timings of the intake valve and the exhaust valve are adjusted. A method for controlling a vehicle, which comprises performing power consumption control in which the exhaust gas in the exhaust passage is taken into the cylinder of the engine. The vehicle control method according to claim 1.
A vehicle control method comprising terminating the power consumption control when the charge rate of the battery drops to a second predetermined value. The vehicle control method according to claim 1 or 2.
Further provided with an electric catalyst provided in the exhaust passage to purify the exhaust gas released to the atmosphere and having a heating device heated by the electric power of the battery.
A vehicle control method, characterized in that the heating device is energized during execution of the power consumption control. The vehicle control method according to claim 3.
A vehicle control method, characterized in that the power consumption control is terminated when the heating device rises to a first predetermined temperature. The vehicle control method according to claim 3 or 4.
A vehicle control method, characterized in that the amount of exhaust gas sucked into the cylinder is larger than the capacity from the outlet port of the engine to the inlet of the electric heating catalyst in the exhaust passage. The vehicle control method according to claim 3 or 4.
A vehicle control method, wherein the amount of exhaust gas sucked into the cylinder is equal to or less than the capacity from the outlet port of the engine to the inlet of the electric heating catalyst in the exhaust passage. The vehicle control method according to any one of claims 3 to 6.
A vehicle control method, characterized in that the power consumption control is terminated when the temperature inside the cylinder rises to a second predetermined temperature. The vehicle control method according to any one of claims 1 to 7.
A vehicle control method, characterized in that the intake valve is maintained in a closed state during the power consumption control execution. Engines with intake and exhaust valves,
The first motor that generates electricity by the power from the engine and
A battery in which the electric power generated by the first motor is charged, and
A vehicle control device that controls a vehicle equipped with a second motor that drives the drive wheels by the electric power supplied from the battery and generates electricity by the power from the drive wheels.
When the charge rate of the battery rises to a first predetermined value while the engine is stopped, the engine is driven by the first motor and the valve timings of the intake valve and the exhaust valve are adjusted. A vehicle control device, characterized in that, the power consumption control for taking the exhaust gas in the exhaust passage into the cylinder of the engine is executed.

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