JPH11223140A - Controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To rapidly heat up a catalyst device to activate the same while keeping the exhaust of an internal combustion engine in a good condition by controlling the generating amount of a power generating means corresponding to the engine temperature, so that the lower the engine temperature is, the more the generating amount of the power generating means is increased in the operation immediately after the start of the internal combustion engine. SOLUTION: In the operation of a parallel type hybrid vehicle, when an operation switch is thrown, a control unit 3 controls a driving circuit 7 by a generator motor control means 8, and the power of a battery 4 is supplied to a generator motor 2 for cranking an engine 1. When the engine 1 is normally started, the power supply from the battery 4 to the generator motor 2 is stopped by the generator motor control means 8, and thereafter a target rotating speed of the engine 1 is determined on the basis of the engine temperature detected by a sensor 10. Further, when the engine temperature is below a specific temperature, and the engine is in a cold state, the lower the engine temeprature is, the higher the target generating amount of the generator motor 2 is determined.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a vehicle having an internal combustion engine having a catalyst device in an exhaust system thereof and a power generating means for generating electric power by driving force of the internal combustion engine.

[0002]

2. Description of the Related Art In a vehicle equipped with an internal combustion engine, a power generating means (generator) for generating electric power by a driving force of the internal combustion engine in order to charge a power storage means such as a battery storing electric power required for the vehicle. Provided. In a so-called hybrid vehicle (more specifically, a parallel-type hybrid vehicle), the power generation unit is configured by a generator motor that can also operate as a motor that generates a driving force for driving the vehicle. In the hybrid vehicle, the generator motor is operated as an electric motor at the time of acceleration of the vehicle or the like to generate a running driving force of the vehicle, and the generated driving force is transmitted to driving wheels together with the driving force of the internal combustion engine.

On the other hand, a vehicle equipped with an internal combustion engine has a catalyst device including a three-way catalyst or the like in an exhaust system of the internal combustion engine for purifying exhaust gas. In this case, in general, the catalyst device cannot exhibit sufficient purification performance unless the temperature of the catalyst device is increased to some extent and activated. For this reason, it is an important subject to activate the catalyst device as soon as possible, for example, immediately after starting the internal combustion engine where the internal combustion engine has a relatively low temperature.

As a technique for solving such a problem, as disclosed in Japanese Patent Application Laid-Open No. 5-102387, for example, the ignition timing of the internal combustion engine during idling operation of the internal combustion engine is set to be shorter than that in a normal case. It is known that the exhaust gas temperature is increased by controlling the retard angle to thereby accelerate the temperature rise and activation of the catalyst device.

However, in such a technique, although the temperature rise and activation of the catalyst device can be accelerated, since the ignition timing of the internal combustion engine is controlled to be more retarded than usual, the combustion state of the internal combustion engine is reduced. Deteriorates with respect to the optimum combustion state, and easily causes an increase in CO (carbon monoxide) and HC (hydrocarbon) in exhaust gas (exhaust gas before passing through the catalyst device) generated by the internal combustion engine. Further, since the ignition timing is controlled to the retard side, it is difficult to make the air-fuel ratio of the internal combustion engine lean, which is effective in reducing CO and HC in the exhaust gas generated by the internal combustion engine. As a result, in the related art, when the ignition timing is controlled to the retard side, there is a possibility that the exhaust performance of the vehicle may be rather lowered.

In view of such disadvantages of the prior art, the inventors of the present invention have conducted various studies, and as a result, the present invention described below has been applied to a vehicle equipped with the above-described power generation means. It has been found that various inconveniences can be resolved.

[0007]

SUMMARY OF THE INVENTION In view of the foregoing, the present invention provides a catalyst device for purifying exhaust gas of an internal combustion engine, which can be quickly heated and activated while maintaining an excellent exhaust condition of the internal combustion engine. It is an object of the present invention to provide a vehicle control device that can achieve good exhaust performance of the vehicle.

[0008]

In order to achieve the above object, a vehicle control device according to the present invention comprises an internal combustion engine having a catalyst device in an exhaust system and a power generating means for generating electric power by the driving force of the internal combustion engine. An engine temperature detecting means for detecting an engine temperature of the internal combustion engine, and an internal combustion engine control means for controlling a rotational speed of the internal combustion engine to a predetermined rotational speed by controlling an intake air amount of the internal combustion engine. Power generation control means for controlling the power generation amount of the power generation means in accordance with the engine temperature so as to increase the power generation amount of the power generation means as the engine temperature decreases, at least during operation immediately after the start of the internal combustion engine. It is characterized by having.

That is, in a vehicle provided with a power generating means for generating power by the driving force of the internal combustion engine, when the power generating means generates power, the power generating means becomes an external load on the internal combustion engine, and the external load is The larger the power generation amount of the power generation means, the larger the power generation amount. At this time, even if such an external load increases, the internal combustion engine control means controls the intake air amount (load) of the internal combustion engine so as to maintain the rotation speed of the internal combustion engine at a predetermined rotation speed.

Therefore, during operation immediately after the start of the internal combustion engine,
As the engine temperature detected by the engine temperature detecting means is lower, the power generation amount of the power generation means is controlled in accordance with the engine temperature so as to increase the power generation amount of the power generation means. Means for increasing the external load of the internal combustion engine due to the power generation of the internal combustion engine, while controlling the internal combustion engine control means so that the rotational speed of the internal combustion engine is maintained at a predetermined rotational speed even when the external load of the internal combustion engine is increased. Increase,
As a result, the load on the internal combustion engine is increased.

[0011] Basically, the larger the load of the internal combustion engine, the larger the fuel consumption and the easier it is to generate heat.
The exhaust temperature also rises. Further, in general, the combustion state of an internal combustion engine tends to be stable as the load on the internal combustion engine increases. As a result, the exhaust condition of the internal combustion engine tends to be improved (CO, HC, etc. in the exhaust gas is reduced), and the air-fuel ratio of the internal combustion engine can be made lean.

Therefore, as described above, by controlling the power generation amount of the power generation means, which is an external load of the internal combustion engine, in accordance with the engine temperature of the internal combustion engine, when the engine temperature of the internal combustion engine is low, a favorable The temperature of the exhaust gas generated by the internal combustion engine can be increased while maintaining the exhaust state. And
By increasing the temperature of the exhaust gas generated by the internal combustion engine,
The temperature rise and activation of the catalyst device through which the exhaust gas passes will be accelerated.

Thus, according to the present invention, it is possible to quickly raise the temperature and activate the catalyst device for purifying the exhaust gas of the internal combustion engine while maintaining the exhaust state of the internal combustion engine in a good state, Good exhaust performance can be secured.

According to the present invention, there is provided an engine operating state detecting means for detecting an operating state including at least one of a rotational speed and a load of the internal combustion engine.
It is preferable that the power generation amount of the power generation unit is controlled according to the operating state of the internal combustion engine detected by the engine operation state detection unit in addition to the engine temperature.

As described above, in addition to the engine temperature, the amount of power generated by the power generating means is not only the engine temperature but also the rotational speed and load of the internal combustion engine (for example, throttle opening,
By controlling according to the operating state of the internal combustion engine such as the accelerator opening and the intake pressure, it is possible to reduce the amount of power generation and reduce the external load on the internal combustion engine when vehicle start is predicted. The vehicle can be smoothly started by the driving force of the internal combustion engine.

Further, in the present invention, the power generation control means includes:
It is preferable that the power generation by the power generation means is started after a predetermined time has elapsed after the start of the internal combustion engine.

Thus, after the internal combustion engine is started, when the combustion state of the internal combustion engine is stabilized, power generation by the power generation means is started to increase the external load on the internal combustion engine. A situation in which the operation state of the internal combustion engine becomes unstable due to the load can be avoided.

Further, in the present invention, the power generation control means gradually increases the amount of power generated by the power generation means when the power generation means starts power generation.

By starting the power generation by the power generation means while gradually increasing the power generation amount of the power generation means in this way, a sudden increase in the external load on the internal combustion engine can be avoided, and as a result, the rotational speed of the internal combustion engine can be rapidly increased. It is possible to avoid a situation in which the operation state of the internal combustion engine becomes unstable due to depression.

In the present invention, it is preferable that the power generation means is constituted by a generator motor capable of operating as a motor for generating a driving force for driving the vehicle. According to this, by operating the generator motor, which is the power generation means, as the motor, it becomes possible to perform both the driving force of the internal combustion engine and the driving force of the generator motor together, such as accelerating the vehicle. As a result, it becomes possible to secure the required running performance of the vehicle while suppressing the fuel consumption of the internal combustion engine.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a system configuration diagram of a vehicle equipped with the control device of the present embodiment, FIG. 2 is a time chart for explaining the operation of the vehicle control device of FIG. 1, and FIG.
Is a diagram for explaining the operation of the control device of the vehicle of FIG. 1,
FIG. 4 is a flowchart for explaining the operation of the vehicle control device of FIG. 1, and FIGS. 5 to 12 are diagrams for explaining the operation of the vehicle control device of FIG.

Referring to FIG. 1, the vehicle according to the present embodiment is a parallel type hybrid vehicle, and has an engine 1 (internal combustion engine) as a main propulsion source of the vehicle and a generator motor operable as a generator or a motor. 2 (power generation means),
A control unit 3 for controlling the operation of the engine 1 and the generator motor 2 is provided, and a battery 4 storing power supply energy for operating the generator motor 2 as a motor is provided.

The battery 4 may be replaced by a large-capacity capacitor such as an electric double-layer capacitor.

The engine 1 has an output shaft (not shown) connected to an input side of a transmission 5 via a rotor (not shown) of a generator motor 2, and a drive shaft 5 a on the output side of the transmission 5 connected to a vehicle. It is connected to drive wheels (not shown). With this configuration, the driving force during the operation of the engine 1 is transmitted to the driving wheels via the generator motor 2 and the transmission 5 so that the vehicle travels. Also,
For example, when the generator motor 2 is operated as an electric motor, for example, during acceleration running of the vehicle, the driving force of the generator motor 2 is transmitted to driving wheels via the transmission 5 together with the driving force of the engine 1. ing. Further, for example, when the generator motor 2 is operated as a generator by the kinetic energy of the vehicle given to the generator motor 2 from the driving wheel side via the transmission 5 during the deceleration running of the vehicle, the regenerative power generation of the generator motor 2 Done.

The exhaust gas generated by the engine 1 is purified by a catalytic device 6 such as a three-way catalyst provided in the exhaust system.

The generator motor 2 is electrically connected to the battery 4 via a drive circuit 7 (regulator / inverter circuit) for transferring power between the generator motor 2 and the battery 4.

The control unit 3 is constructed by using a microcomputer, and has a functional configuration of a generator motor control means 8 including a function as a power generation control means.
And an engine control means 9 as an internal combustion engine control means.

In this case, in the present embodiment, the engine temperature TW of the engine 1 (more specifically, the cooling water temperature of the engine 1),
Sensors 10 to 13 for detecting rotation speed NE, intake pressure PB, throttle opening θTH (throttle valve opening or accelerator opening), sensor 14 for detecting vehicle speed V, battery 4
A sensor 15 (for example, a voltage sensor that detects the output voltage of the battery 4 as equivalent to the charged amount C of the battery 4) and the like, and the outputs of these sensors 10 to 15 are provided. (Detection data) is given to the control unit 3. The charge amount C of the battery 4 may be detected in consideration of the charge / discharge current, temperature, specific gravity, and the like, in addition to the output voltage of the battery 4.

The generator motor control means 8 of the control unit 3 controls the operation of the generator motor 2 as a generator or a motor via a drive circuit 7 based on the outputs of these sensors 10 to 15 as described later. To do it. In this case, the power is supplied from the battery 4 to the generator motor 2 when the generator motor 2 operates as the motor, and the power output of the generator motor 2 is supplied to the battery 4 when the generator motor 2 operates as the generator.

The engine control means 9 of the control unit 3 controls the operation of the engine 1 (more specifically, fuel supply control, ignition control, intake control) based on the outputs of the sensors 10 to 15 and the like. Like that. In this case, in this embodiment, although not shown, a throttle actuator for driving a throttle valve of the engine 1 is provided, and the engine control means 9 controls the throttle opening of the engine 1 through the throttle actuator as described later. By controlling the degree θTH, intake control of the engine 1 is performed.
Further, the throttle actuator may drive a bypass valve that bypasses the throttle.

Incidentally, the fuel supply control and the ignition control of the engine 1 are performed via a fuel injection device and an ignition device as in the case of a normal engine.

According to the structure of the present invention, the sensor 10 corresponds to an engine temperature detecting means.
The sensors 11 to 13 correspond to engine operating state detecting means. The intake pressure PB and the throttle opening θTH detected by the sensors 12 and 13 respectively indicate the load of the engine 1.

Next, the operation of the vehicle according to the present embodiment will be described with reference to FIGS.

When the operation switch (not shown) is turned on while the engine 1 is stopped, the control unit 3 controls the drive circuit 7 by the generator motor control means 8 so that the battery 4 supplies power to the generator motor 2. 2
Is operated as a motor for starting the engine 1. By the operation of the generator motor 2 as a starter motor, the control unit 3 causes the engine control means 9 to start the intake, fuel supply and ignition operations of the engine 1 while cranking the output shaft of the engine 1. ,
Start the engine 1 (time t0 to t1 in the upper diagram of FIG. 2).
). When the engine 1 is started, the generator motor 2
Alternatively, cranking of the engine 1 may be performed by a starter motor provided separately.

As a result of the start-up process of the engine 1, the rotational speed NE of the engine 1 detected by the sensor 11 is changed to a predetermined rotational speed Ncr indicating the complete explosion state of the engine 1.
When the engine 1 is started normally (time t1 in the upper diagram of FIG. 2), the control unit 3 sets the operating state (intake state, fuel supply state, ignition state) of the engine 1 to the current state by the engine control means 9. While holding the time, it stands by for a predetermined time (a period until the rotation speed NE is stabilized, for example, 5 seconds; hereinafter, referred to as an initial delay time) (time t1 to t2 in the upper diagram of FIG. 2). When the engine 1 starts normally, the generator motor control means 8 of the control unit 3 starts.
The power supply from the battery 4 to the generator motor 2 is stopped (at this time, the generator motor 2 is rotated by the engine 1).

When the initial delay time elapses (time t2 in the upper diagram of FIG. 2), the control unit 3
Determines a target rotation speed Nobj (predetermined rotation speed) at which the engine 1 should be operated in accordance with the data table of FIG. 3 based on the engine temperature TW of the engine 1 detected by the sensor 10. In this case, the data table in FIG. 3 basically indicates that the lower the engine temperature TW is, the lower the target rotation speed N of the engine 1 is.
obj is set to be high.

After the engine 1 is started, the control unit 3 performs a process as shown in the flowchart of FIG. 4 in a predetermined control cycle (for example, one second).

That is, the control unit 3 determines whether or not the initial delay time has elapsed since the engine 1 started normally (time t2 in FIG. 2) (STEP 2).
1) If the initial delay time has not elapsed, a time for gradually increasing the power generation amount of the generator motor 2 and the intake air amount (throttle opening θTH) of the engine 1 as described later (for example, 10 in this embodiment). (Second) is set (STEP 2). In this case, when the initial delay time has not elapsed, the timer tm is set for each control cycle, and therefore, the timer tm does not substantially start.

When the initial delay time has elapsed (the timer timer tm starts measuring time), the control unit 3 changes the engine temperature TW of the engine 1 detected by the sensor 10 to a predetermined temperature (in this embodiment, For example, 2
At 5 ° C. or lower, it is determined whether or not the engine 1 is in a cold state (STEP 3). And TW ≦ 25 °
C, when the engine 1 is cold, the generator motor control means 8 calculates the target power generation amount PGEN of the generator motor 2 (more specifically, a field current that defines the power generation amount of the generator motor 2) by the following equation (1). (STEP 4).

PGEN = Pidl · KTW · KNE · KPB · KTH · KV · KC (1) Here, in the equation (1), Pidl is determined after completion of the warm-up of the engine 1 (for example, when the engine temperature is 80 ° C.). The predetermined value KTW, which is predetermined as a reference power generation amount of the generator motor 2 during the no-load operation described above, is predetermined from the engine temperature TW of the engine 1 detected by the sensor 10 as shown in FIG. Is a correction coefficient (≧ 1) determined by the data table. In this case, the correction coefficient KTW
Is basically set to increase as the engine temperature TW decreases.

Further, KNE, KPB, KTH, K in the equation (1)
V is determined from the rotational speed NE, the intake pressure PB, the throttle opening θTH, and the vehicle speed V of the engine 1 detected by the sensors 11 to 14, respectively, in accordance with predetermined data tables as shown in FIGS. Correction coefficient (≦ 1). In this case, these correction coefficients KNE, K
PB, KTH, and KV are the rotational speed NE of the engine 1, the intake pressure PB, the throttle opening θT by operating the accelerator or starting the vehicle.
H and the vehicle speed V are set so as to decrease as the vehicle speed V increases. These correction coefficients KNE, KPB, KTH, KV
Is basically “0” during normal running of the vehicle,
It becomes “1” or a value close to it during idling operation of the engine 1 while the vehicle is stopped.

Further, K C in the equation (1) is obtained from the stored amount C of the battery 4 as shown in FIG.
A correction coefficient (≦ 1) determined by a predetermined data table as shown in FIG. In this case, the correction coefficient KC is basically set so as to decrease as the amount of charge C of the battery 4 increases.

After determining the target power generation amount PGEN of the generator motor 2 in this way, the control unit 3 determines whether or not the timer tm has expired (STEP).
5) If the time has not elapsed, the generator motor control means 8 controls the amount of power generated by the generator motor 2 as described above in ST.
A process of gradually increasing (gradually increasing) the target power generation amount PGEN determined in EP4 is performed (STEP 6). Specifically, as shown at times t2 to t3 in the middle diagram of FIG. 2, the generator motor control means 8 compares the power generation amount of the generator motor 2 with respect to the target power generation amount PGEN determined in STEP 4 for each control cycle. The generator output of the generator motor 2 is controlled by the drive circuit 7 so as to increase to the target power generation amount PGEN at a predetermined rate (for example, by PGEN · 0.1).
Power.

In STEP 6, the control unit 3 uses the engine control means 9 to change the throttle opening θTH (intake air amount) of the engine 1 as shown in the lower part of FIG. 2 from time t2 to time t3. Generator motor 2
The throttle opening θTH is controlled via a throttle actuator (not shown) so that the throttle opening θTH is gradually increased in accordance with the increase in the amount of power generation. In this case, the engine control means 9 determines the throttle opening θTH as follows.

That is, the engine control means 9 uses the data table predetermined as shown in FIG. 11, for example, based on the power generation amount of the generator motor 2 gradually increased by the generator motor control means 8 as described above. The basic throttle opening θ'TH corresponding to the amount of power generation is obtained. further,
The engine control means 9 controls the target rotational speed Nobj of the engine 1 determined according to the engine temperature TW as described above (see FIG. 3).
A correction coefficient Kθ (≦ 1) for correcting the basic throttle opening θ′TH in accordance with
It is determined using a predetermined data table such as 2. Then, the engine control means 9 multiplies the basic throttle opening θ′TH obtained in this way by a correction coefficient Kθ to obtain the throttle opening θTH of the engine 1.
(= Θ′TH · Kθ) is determined. By controlling the throttle opening of the engine 1 (open loop control) according to the throttle opening θTH determined in this way, the intake air amount can be reduced in response to an increase in the external load on the engine 1 due to the power generation of the generator motor 2. The load of the engine 1 can be increased (the load of the engine 1 can be increased), and the power generation of the generator motor 2 at the generated power can be performed without lowering the rotation speed of the engine 1.

Next, the control unit 3 executes the S
The timer tm times out at TEP5, and the generator motor 2
After the power generation of the plant has increased to the target power generation PGEN (Fig. 2
(After time t3 in the middle diagram), the target power generation amount PGEN determined by the generator motor control means 8 in STEP4.
To cause the generator motor 2 to generate power (STEP 7).

In step 7, the control unit 3 controls the throttle opening θTH of the engine 1 by the engine control means 9 so that the engine speed NE detected by the sensor 11 matches the target engine speed Nobj. (Intake air amount) is feedback-controlled (FIG. 2
After time t3 in the lower diagram). Thereby, the intake air amount of the engine 1 is automatically adjusted so as to obtain the intake air amount (load) of the engine 1 corresponding to the power generation amount of the generator motor 2, and the generator motor 2 serving as an external load on the engine 1 The power generation at the target power generation amount PGEN of the generator motor 2 can be performed without any trouble without lowering the rotation speed of the engine 1 due to the power generation.

The generator 1 and the engine 1 during the control of the throttle opening θTH (intake air amount) described above.
The fuel supply amount and the ignition timing are controlled by the engine control means 9 in accordance with the intake air amount of the engine 1.

On the other hand, the engine 1 is warmed up by the operation after the start of the engine 1 as described above, and
, The engine temperature TW of the engine 1 detected by the sensor 10
Is higher than the predetermined temperature (25 ° C.), the control unit 3 performs a mode determination process of the driving state of the vehicle, that is, whether the vehicle is accelerating, decelerating, or cruising. Then, a process of determining whether the vehicle is idling while the vehicle is stopped or the like is performed based on the rotational speed NE of the engine 1 detected by the sensor 11, the throttle opening θTH of the engine 1, and the like (STEP 8).

Then, the control unit 3 performs control processing of the generator motor 2 according to the determined mode (STEP 9).

For example, when the vehicle is in an idling state while stopped (in this case, the engine temperature TW> 25 °
C), the control unit 3 causes the generator motor 2 to generate electric power at the predetermined amount of power generation Pidl (see equation (1)) by the generator motor controller 8. For example, when the vehicle is accelerating, the control unit 3 controls the drive circuit 7 by the generator motor control means 8 so that the battery 4 supplies power to the generator motor 2. The motor is operated as an electric motor, and the driving force of the generator motor 2 is transmitted to driving wheels together with the driving force of the engine 1. Further, when the vehicle is decelerating, the regenerative power of the generator motor 2 that is rotationally driven by the kinetic energy of the vehicle is generated, and the regenerative power output is supplied to the battery 4 via the drive circuit 7.

When controlling the generator motor 2 as described above, the control unit 3 controls the throttle opening θTH (intake air amount) of the engine 1 according to the operation of an accelerator (not shown) of the vehicle. The fuel supply amount and the ignition timing are controlled in accordance with the intake air amount.

In the present embodiment described above, the above-described operation allows the engine 1 to be operated immediately after starting.
In a state where the engine temperature TW of the engine 1 is low (≦ 25 ° C.) and the engine 1 is cold, the target power generation amount PGEN of the generator motor 2 is determined by the above equation (1). The generator motor 2 generates power according to the power generation amount PGEN. At this time, the target power generation amount PGEN of the generator motor 2 is
Due to the characteristics of the correction coefficient KTW, the lower the engine temperature TW is, the larger the engine load TW is. Therefore, the external load of the engine 1 generated by the generator motor 2 is higher as the engine temperature TW is lower.
Also, at this time, the intake air amount of the engine 1 is increased so as to maintain the target rotation speed Nobj even by an increase in the external load of the engine 1 due to the power generation of the generator motor 2, so that the load on the engine 1 increases. . And engine 1
As the load increases, the fuel consumption increases and heat is easily generated, so that the power generation of the generator motor 2 and the intake air amount (load) of the engine 1 corresponding to the power generation are performed as described above.
, The engine 1 is more likely to generate heat as the engine temperature TW is lower. Therefore, the temperature of the exhaust gas generated by the engine 1 is easily increased, and the temperature of the catalyst device 6 through which the exhaust gas passes can be quickly raised and activated. Required purification performance can be secured promptly after the engine 1 is started.

Further, at this time, the intake air amount (load) of the engine 1 is controlled by controlling the rotational speed NE of the engine 1 so that the rotational speed NE of the engine 1 is maintained at the target rotational speed Nobj. The higher the power generation amount of the electric motor 2, in other words, the lower the engine temperature TW of the engine 1, the higher the power generation amount. Therefore, as the engine temperature TW of the engine 1 is lower, the calorific value of the engine 1 also increases. As a result, even if the engine temperature Tw of the engine 1 is low, the temperature rise and activation of the catalyst device 6 can be ensured. Can be hastened.

Further, since the combustion state of the engine 1 tends to be stabilized by an increase in its load, the exhaust state of the engine 1 is also improved, and CO and HC in the exhaust gas generated by the engine 1 itself are reduced. And as a result,
Even when the activation of the catalyst device 6 is insufficient, good exhaust performance of the vehicle can be ensured.

In particular, as described above, the increase in the load on the engine 1 due to the increase in the amount of power generated by the generator motor 2 can accelerate the temperature rise and activation of the catalyst device 6. It is not necessary to intentionally control the ignition timing of the engine 1 to be retarded in order to accelerate the activation. As a result, the engine 1 is started immediately after the engine 1 is started.
Can be performed in a lean region of the air-fuel ratio.
By doing so, CO and HC in the exhaust gas generated by the engine 1 itself can be further reduced, and the exhaust performance of the vehicle can be further improved.

In this embodiment, when determining the target power generation amount PGEN of the generator motor 2 when the engine 1 is cold, the correction coefficients KNE, KPB, and KTH are taken into consideration, and the engine temperature TW of the engine 1 is determined. In addition, by taking into account the operating state of the engine 1 such as the engine speed NE, the intake pressure PB, and the load of the engine 1 indicated by the throttle opening θTH, the generator motor 2
, The external load on the engine 1 can be reduced, and the vehicle can be started smoothly by the driving force of the engine 1.

Further, in the present embodiment, the target power generation amount PGEN of the generator motor 2 is calculated by taking into account the correction coefficient KC, thereby obtaining the battery 4 for supplying the output of the generator motor 2.
At this time, the target power generation amount PGEN decreases as the storage amount C of the battery 4 increases. For this reason, it is possible to avoid a situation in which the battery 4 is excessively charged by the power output of the generator motor 2, and it is possible to suppress deterioration of the battery 4.

Further, in the present embodiment, when the generator motor 2 is to be generated immediately after the engine 1 is started, the generator motor 2 is not generated after the initial delay time has elapsed after the engine 1 is started. Will be In addition, when starting the power generation of the generator motor 2, the power generation amount of the generator motor 2 is not gradually increased to the target power generation amount PGEN, but is gradually increased. As a result, it is possible to avoid a situation in which the operating state of the engine 1 becomes unstable at the beginning of the start of the power generation of the generator motor 2.

In this embodiment, KTW, KNE, KPB, KTH, KV, and KC are used as correction coefficients for defining the target power generation amount PGEN of the generator motor 2 when the engine 1 is cold. The correction coefficient KV corresponding to V may be omitted, and only one of the correction coefficient KPB corresponding to the intake pressure PB and the correction coefficient KTH corresponding to the throttle opening θTH may be used as the load of the engine 1. May be used as a correction coefficient according to Further, when the output of the generator motor 2 can be charged to a battery for auxiliary equipment and electric components (for example, an audio device and an air conditioner) of the vehicle via a DC / DC converter or the like, the battery 4 May be omitted, and when the amount of charge C in the battery 4 is large, the output of the generator motor 2 may be charged to the battery for the auxiliary equipment.

When the generator motor 2 generates power immediately after the start of the engine 1, the ignition timing of the engine 1 may be controlled in the same manner as during normal operation of the engine 1. It is also possible to use the conventional technique of controlling the ignition timing to the retard side in order to accelerate the activation. Even in this case, the power generation of the generator motor 2 and the engine 1
By increasing the load on the engine 1 by controlling the amount of intake air, the combustion state of the engine 1 tends to be improved.
And HC can be reduced as compared with the prior art, and the exhaust performance of the vehicle can be improved.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a vehicle including one embodiment of a control device of the present invention.

FIG. 2 is a time chart for explaining the operation of the vehicle control device of FIG. 1;

FIG. 3 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 4 is a flowchart for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 5 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 6 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 7 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 8 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 9 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 10 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 11 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

FIG. 12 is a diagram for explaining the operation of the control device for the vehicle in FIG. 1;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine), 2 ... Generator motor (generation means), 6 ... Catalyst device, 8 ... Generator motor control means (generation control means), 9 ... Engine control means (internal combustion engine control means).

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 41/14 320 F02D 41/14 320B F02N 11/04 F02N 11/04 D H02J 7/14 H02J 7/14 C (72) Invention Person Teruo Wakagi 1-4-1 Chuo, Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (72) Inventor Yuichi Shimazaki 1-4-1 Chuo in Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (72) Inventor Hideyuki Takahashi 1-4-1, Chuo, Wako-shi, Saitama Pref. In Honda R & D Co., Ltd. (72) Inventor Fumihiko Konno 1-4-1 Chuo, Wako-shi, Saitama pref. In Honda R & D Co., Ltd. (72) Inventor Asao Ukai 1-4-1 Chuo, Wako-shi, Saitama Pref.Honda R & D Co., Ltd. (72) Inventor Yasuo Nakamoto 143 Hagadai, Haga-cho, Haga-gun, Tochigi Prefecture Inside PSG Co., Ltd. (72) Takashi Kiyomiya 1-4-1 Chuo, Wako-shi, Saitama, Japan Honda R & D Co., Ltd.

Claims (5)

[Claims] An engine temperature detecting means for detecting an engine temperature of an internal combustion engine having an internal combustion engine having a catalyst device in an exhaust system, and a power generating means for generating electric power by a driving force of the internal combustion engine; An internal combustion engine control means for controlling the rotation speed of the internal combustion engine to a predetermined rotation speed by controlling an intake air amount of the internal combustion engine; and at least during operation immediately after the start of the internal combustion engine, the lower the engine temperature, the more the power generation A power generation control means for controlling the power generation amount of the power generation means in accordance with the engine temperature so as to increase the power generation amount of the means. 2. An engine operating state detecting means for detecting an operating state including at least one of a rotational speed and a load of the internal combustion engine.
The vehicle control device according to claim 1, wherein the power generation amount of the power generation unit is controlled in accordance with an operation state of the internal combustion engine detected by the engine operation state detection unit. 3. The control device for a vehicle according to claim 1, wherein the power generation control means starts the power generation of the power generation means after a predetermined time has elapsed after the start of the internal combustion engine. 4. The vehicle according to claim 1, wherein the power generation control means gradually increases the amount of power generated by the power generation means when the power generation means starts power generation. Control device. 5. A vehicle according to claim 1, wherein said power generating means is constituted by a generator motor capable of operating as a motor for generating a driving force for driving the vehicle. Control device.