WO2012081101A1

WO2012081101A1 - Vehicle and method for controlling same

Info

Publication number: WO2012081101A1
Application number: PCT/JP2010/072648
Authority: WO
Inventors: 慶太橋元
Original assignee: トヨタ自動車株式会社
Priority date: 2010-12-16
Filing date: 2010-12-16
Publication date: 2012-06-21

Abstract

A vehicle (100) includes: a gradient detection section (118) for detecting the gradient of a track; an engine (160); an EHC (180) for increasing the temperature of a catalyst for purifying the exhaust from the engine (160); and an ECU (300) for controlling the EHC (180). If, on the basis of the shift position and the gradient of the track detected by the gradient detection section (118), there is deemed to be a high possibility that the engine (160) will be started, the ECU (300) begins to increase the temperature of the catalyst by the EHC (180) prior to starting of the engine (160).

Description

Vehicle and vehicle control method

The present invention relates to a vehicle and a vehicle control method, and more particularly to control of a catalyst warm-up device for purifying exhaust gas of an internal combustion engine.

In recent years, as an environment-friendly vehicle, in addition to the driving force of a conventional internal combustion engine, the vehicle uses a driving force generated by a rotating electrical machine using electric power stored in a power storage device (for example, a secondary battery or a capacitor). Hybrid vehicles are attracting attention.

Generally, in a vehicle having an internal combustion engine, a catalyst for purifying exhaust gas of the internal combustion engine is provided. When the catalyst is lower than a predetermined activation temperature, the exhaust gas cannot be appropriately purified, and there is a risk that the emission of substances that cause air pollution may increase.

On the other hand, a warm-up device (hereinafter also referred to as EHC (Electrical Heated Catalyst)) that raises the temperature of the catalyst by energizing the catalyst in order to be able to exert the function of the catalyst as early as possible. Technology has been developed.

In the above-described hybrid vehicle, the internal combustion engine may be intermittently stopped depending on the road surface condition and the operation by the user. In particular, when the vehicle is started, the vehicle is generally started at a low speed, and therefore the driving force of only the rotating electrical machine may be used without using the internal combustion engine. However, for example, when a vehicle is started on a steep uphill, a large driving torque is required to oppose gravity, so it is possible to start using the driving force of both the rotating electrical machine and the internal combustion engine. It may be necessary. In such a case, since the internal combustion engine is started, it is desirable to warm up the catalyst in advance before starting the internal combustion engine.

Japanese Unexamined Patent Publication No. 07-139339 (Patent Document 1) discloses a configuration in which, in a vehicle equipped with EHC, when the temperature of the catalyst falls below a reference value, the catalyst is heated by EHC. Furthermore, Japanese Patent Application Laid-Open No. 07-139339 (Patent Document 1) discloses a configuration in which the power supplied to the EHC is changed in accordance with the exhaust gas flow rate.

JP 07-139339 A JP 2008-265357 A JP 2009-041403 A

In the configuration disclosed in Japanese Patent Application Laid-Open No. 07-139339 (Patent Document 1), when the temperature of the catalyst is lower than the reference value, the catalyst is heated by EHC. However, in a hybrid vehicle, the internal combustion engine is not always started when traveling, so even if the catalyst is heated by EHC, if the internal combustion engine is not started, the electric power used for heating may be wasted. There is. Therefore, for warming up of the catalyst before starting the vehicle in the hybrid vehicle, it is desirable to start warming up of the catalyst using EHC only when it is assumed in advance that the internal combustion engine is started.

The present invention has been made in order to solve such a problem, and the object thereof is appropriately applied to a vehicle equipped with an EHC when it is assumed in advance that the internal combustion engine is started when the vehicle starts. It is to warm up the catalyst.

A vehicle according to the present invention includes a detection unit for detecting the inclination of a travel path on which the vehicle travels, an internal combustion engine, a warming-up device for raising the temperature of a catalyst for purifying exhaust gas from the internal combustion engine, A control device for controlling the machine device. When it is assumed that there is a high possibility that the combustion engine will be started based on the slope of the travel path and the shift position detected by the detection unit, the control device uses a warm-up device prior to starting the internal combustion engine. Start heating the catalyst.

Preferably, the control device is configured such that, when the vehicle is stopped, the detected slope of the traveling road exceeds a predetermined threshold value, and the shift position is set to a position for traveling in the upward direction of the traveling road. It is assumed that there is a high possibility that the internal combustion engine will be started when a certain condition is satisfied.

Preferably, the control device starts to raise the temperature of the catalyst by the warm-up device when the condition is satisfied and the temperature of the catalyst falls below a predetermined reference value.

Preferably, the vehicle further includes a power storage device and a rotating electric machine configured to generate a driving force for running the vehicle using electric power from the power storage device.

Preferably, the vehicle further includes a charging device capable of charging the power storage device using electric power from an external power source outside the vehicle.

A vehicle control method according to the present invention is a control method for a vehicle including an internal combustion engine and a warming-up device for raising the temperature of a catalyst for purifying exhaust gas of the internal combustion engine, and a travel path on which the vehicle travels When the internal combustion engine is likely to be started based on the step of detecting the inclination of the engine and the inclination and shift position of the travel path detected by the detecting step, the internal combustion engine is started. A step of starting the temperature rise of the catalyst by a warm-up device in advance.

Preferably, the step of raising the temperature of the catalyst is a position in which the detected slope of the traveling road exceeds a predetermined threshold and the shift position travels in the upward direction of the traveling road while the vehicle is stopped. It is assumed that there is a high possibility that the internal combustion engine will be started when the condition set in is established.

Preferably, in the step of raising the temperature of the catalyst, when the condition is satisfied and the temperature of the catalyst falls below a predetermined reference value, the temperature of the catalyst is started by the warm-up device.

According to the present invention, in a vehicle equipped with EHC, when it is assumed in advance that the internal combustion engine is started when the vehicle starts, the catalyst can be appropriately warmed up.

1 is an overall block diagram of a vehicle according to a first embodiment. FIG. 3 is a functional block diagram for illustrating EHC drive control executed by an ECU in the first embodiment. 4 is a flowchart for illustrating details of an EHC drive control process executed by an ECU in the first embodiment. FIG. 6 is an overall block diagram of a vehicle according to a second embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

[Embodiment 1]
FIG. 1 is an overall block diagram of a vehicle 100 according to the first embodiment. Referring to FIG. 1, vehicle 100 includes a power storage device 110, a system main relay (SMR) 115, a PCU (Power Control Unit) 120 that is a driving device,

motor generators

130 and 135, power Transmission gear 140, drive wheel 150, engine 160 that is an internal combustion engine, exhaust pipe 170 that discharges exhaust from engine 160, EHC (Electrical Heated Catalyst) 180 installed in exhaust pipe 170, and EHC drive unit 190 and an ECU (Electronic Control Unit) 300 which is a control device. PCU 120 includes a converter 121,

inverters

122 and 123, and capacitors C1 and C2.

The power storage device 110 is a power storage element configured to be chargeable / dischargeable. The power storage device 110 includes, for example, a secondary battery such as a lithium ion battery, a nickel hydride battery, or a lead storage battery, or a power storage element such as an electric double layer capacitor.

The power storage device 110 is connected to the PCU 120 via the power line PL1 and the ground line NL1. Then, power storage device 110 supplies power for generating driving force of vehicle 100 to PCU 120. Power storage device 110 stores the electric power generated by

motor generators

130 and 135. The output of power storage device 110 is, for example, about 200V.

The relays included in the SMR 115 are inserted into the power line PL1 and the ground line NL1 that connect the power storage device 110 and the PCU 120, respectively. SMR 115 switches between power supply and cutoff between power storage device 110 and PCU 120 based on control signal SE <b> 1 from ECU 300.

Converter 121 performs voltage conversion between power line PL1 and ground line NL1, power line PL2 and ground line NL1, based on control signal PWC from ECU 300.

Inverters

122 and 123 are connected in parallel to power line PL2 and ground line NL1.

Inverters

122 and 123 convert DC power supplied from converter 121 to AC power based on control signals PWI1 and PWI2 from ECU 300, respectively, and

drive motor generators

130 and 135, respectively.

Capacitor C1 is provided between power line PL1 and ground line NL1, and reduces voltage fluctuation between power line PL1 and ground line NL1. Capacitor C2 is provided between power line PL2 and ground line NL1, and reduces voltage fluctuation between power line PL2 and ground line NL1.

Motor generators

130 and 135 are AC rotating electric machines, for example, permanent magnet type synchronous motors having a rotor in which permanent magnets are embedded.

The output torque of the

motor generators

130 and 135 is transmitted to the drive wheels 150 via the power transmission gear 140 configured to include a speed reducer and a power split mechanism, thereby causing the vehicle 100 to travel.

Motor generators

130 and 135 can generate electric power by the rotational force of drive wheels 150 during regenerative braking operation of vehicle 100. Then, the generated power is converted into charging power for power storage device 110 by PCU 120.

The

motor generators

130 and 135 are also coupled to the engine 160 through the power transmission gear 140. Then, ECU 300 causes

motor generators

130 and 135 and engine 160 to operate in a coordinated manner to generate a necessary vehicle driving force. Further,

motor generators

130 and 135 can generate electric power by rotation of engine 160, and can charge power storage device 110 using the generated electric power. In the first embodiment, motor generator 135 is used exclusively as an electric motor for driving drive wheels 150, and motor generator 130 is used exclusively as a generator driven by engine 160.

In FIG. 1, a configuration in which two motor generators are provided is shown as an example. However, the number of motor generators is not limited to this as long as the configuration includes a motor generator capable of generating power with the engine 160. When there is one generator, or more than two motor generators may be provided.

Engine 160 controls the rotational speed, valve opening / closing timing, fuel flow rate, and the like by ECU 300, and generates driving force for traveling vehicle 100.

The exhaust pipe 170 is coupled to the exhaust port of the engine 160 and discharges exhaust gas generated by the engine 160 to the outside of the vehicle.

The EHC 180 is installed in the middle part of the exhaust pipe 170. The EHC 180 includes a so-called three-way catalyst unit, and removes harmful substances such as nitrogen oxides in the exhaust gas. In addition, EHC 180 raises the temperature of the three-way catalyst contained therein using electric power supplied from EHC drive unit 190 controlled by control signal SIG from ECU 300. In general, the three-way catalyst cannot fully exhibit its function as a catalyst unless the activation temperature is exceeded. The EHC 180 raises the temperature of the three-way catalyst using the electric power supplied from the EHC driving unit 190, so that the three-way catalyst can exhibit its function as a catalyst at an early stage.

The EHC 180 further includes a temperature sensor (not shown), detects the catalyst temperature TMP, and outputs the detection result to the ECU 300. ECU 300 controls the supply of electric power to EHC 180 by EHC drive unit 190 based on catalyst temperature TMP.

The EHC driving unit 190 is connected to the power line PL2 and the ground line NL1, and is connected to the EHC 180 by the power line PL3 and the ground line NL3. EHC drive unit 190 generates electric power for driving EHC 180 using electric power from power storage device 110 or electric power generated by

motor generators

130 and 135, and switches between supply and interruption of electric power to EHC 180. The EHC 180 includes, for example, a DC / DC converter, an inverter, or a relay.

ECU 300 includes a CPU (Central Processing Unit), a storage device, and an input / output buffer (not shown in FIG. 1). The ECU 300 inputs a signal from each sensor and outputs a control signal to each device. 100 and each device are controlled. Note that these controls are not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

ECU 300 calculates a state of charge (SOC) of power storage device 110 based on the detected values of voltage VB and current IB from a voltage sensor and a current sensor (both not shown) provided in power storage device 110. .

ECU 300 receives accelerator opening ACC based on the operating state of accelerator pedal 116, shift position SFT of shift lever 117 set by the user, and catalyst temperature TMP from EHC 180. Further, ECU 300 receives a signal SLP indicating the inclination from inclination detecting section 118 for detecting the inclination of the traveling road, and also receives an operation signal IG of an ignition switch (not shown) by the user. As the inclination detecting unit 118, an inclinometer, an acceleration sensor, or the like can be used.

The ECU 300 performs EHC drive control, which will be described later, based on these pieces of information. In FIG. 1, one control device is provided as the ECU 300. However, for example, a control device for the PCU 120, a control device for the power storage device 110, or the like is provided individually for each function or for each control target device. It is good also as a structure which provides a control apparatus.

In the hybrid vehicle as described above, when the vehicle starts, the engine may not be started depending on the state of the traveling path or the operation state of the user. In particular, EV (Electric) that uses only the driving force of the motor generator to preferentially travel
Vehicle) In a vehicle that can travel, there is a high possibility that the engine will not be driven.

When the engine is started, it is necessary to purify the exhaust of the engine with a catalyst. However, if the catalyst is lower than the activation temperature, the catalyst cannot fully perform the purifying function, and thus the EHC as in the vehicle 100 of FIG. In a vehicle having the above, it is desirable to warm up the catalyst before starting the engine.

In a conventional vehicle in which driving force is generated only by the engine, the engine is always started when the vehicle starts, so the catalyst may be warmed up whenever there is a possibility that the vehicle will start to travel. However, in a hybrid vehicle, as described above, the engine may not be used when the vehicle starts. Therefore, if the catalyst is always warmed up before starting the vehicle, the electric power used for warming up is consumed when the engine is not started. There is a risk of being wasted. Therefore, in a hybrid vehicle, from the viewpoint of preventing deterioration of energy efficiency and early implementation of the catalyst purification mechanism, the catalyst must be warmed up before starting the vehicle only when there is a high possibility that the engine will be started when the vehicle starts. It is desirable to do so.

Therefore, in this embodiment, in a hybrid vehicle equipped with EHC, when there is a high possibility that the engine will be started when the vehicle starts, EHC drive control is performed to raise the temperature of the catalyst prior to starting the engine.

FIG. 2 is a functional block diagram for explaining the EHC drive control executed by the ECU 300 in the first embodiment. Each functional block described in the functional block diagram of FIG. 2 is realized by hardware or software processing by ECU 300.

1 and 2, ECU 300 includes an input unit 310, a determination unit 320, and an EHC control unit 330.

The input unit 310 receives the shift position SFT of the shift lever 117, the signal SLP indicating the inclination from the inclination detection unit 118, and the catalyst temperature TMP from the EHC 180. Further, the input unit 310 receives an operation signal IG for the ignition switch by the user. Then, the input unit 310 outputs these pieces of information to the determination unit 320.

The determination unit 320 determines whether or not the temperature of the catalyst needs to be raised by the EHC 180 based on the catalyst temperature TMP from the input unit 310. Determination unit 320 determines whether or not vehicle 100 is set to a shift position in which the vehicle 100 travels in an upward direction on a slope based on signal SLP indicating the slope and shift position SFT. Based on these determination results, determination unit 320 generates an execution flag FLG for raising the temperature of the catalyst by EHC 180, and outputs this execution flag FLG to EHC control unit 330.

The EHC control unit 330 receives the execution flag FLG from the determination unit 320 and the catalyst temperature TMP from the EHC 180. The EHC control unit 330 outputs a control signal SIG and outputs the control signal SIG so that the catalyst temperature TMP becomes equal to or higher than a predetermined threshold value when the execution flag FLG instructs the temperature increase of the catalyst. To control.

FIG. 3 is a flowchart for illustrating details of the EHC drive control process executed by ECU 300 in the first embodiment. In the flowchart shown in FIG. 3, the processing is realized by a program stored in advance in ECU 300 being called from the main routine and executed in a predetermined cycle. Alternatively, some or all of the steps can be realized by dedicated hardware (electronic circuit).

Referring to FIGS. 1 and 3, ECU 300 determines in step 100 (hereinafter, step is abbreviated as S) whether vehicle 100 is stopped and is in a Ready-ON state by operation signal IG. Determine.

Here, in the present embodiment, the Ready-ON state refers to a state in which the control system of the vehicle 100 is activated and the SMR 115 is closed. In a hybrid vehicle such as the vehicle 100, when the vehicle 100 is stopped in the Ready-ON state, the engine 160 is generally stopped unless the power storage device 110 needs to be charged.

When vehicle 100 is stopped and the condition of Ready-ON state is not satisfied (NO in S100), that is, when vehicle 100 is traveling, or in Ready-OFF state, the user is willing to travel the vehicle. If it is assumed that there is no such process, the process is not executed, and the process is returned to the main routine.

If vehicle 100 is stopped and in the Ready-ON state (YES in S100), the process proceeds to S110, and ECU 300 reads the current shift position SFT of shift lever 117. Then, in S120, ECU 300 determines whether or not read shift position SFT is a travelable position.

If shift position SFT is not a travelable position (NO in S120), that is, for example, if shift position SFT is parking position P or neutral position N, the user may not be willing to travel the vehicle. Therefore, ECU 300 returns the process to the main routine without increasing the temperature of the catalyst by the control.

If shift position SFT is a travelable position (YES in S120), it is assumed that the user has an intention to travel the vehicle. Therefore, the process proceeds to S130, and ECU 300 causes the inclination detection unit 118 to Read the slope SLP of the travel path.

Next, in S140, ECU 300 determines whether or not the read slope SLP is greater than or equal to a predetermined threshold value α, that is, whether or not it is a steep slope. Although not shown in FIG. 3, in S140, it is also determined whether or not the set shift position SFT is a position for traveling in the uphill direction of the slope.

When slope SLP is equal to or greater than the threshold value and shift position SFT is a position for traveling in the uphill direction (YES in S140), ECU 300 causes engine 160 to be Judge that the possibility of starting is high. Then, ECU 300 advances the process to S150 and reads the current catalyst temperature TMP from a temperature sensor (not shown) provided in EHC 180.

Then, in S160, ECU 300 determines whether or not catalyst temperature TMP is equal to or lower than reference temperature β determined in advance based on the activation temperature (for example, 400 ° C.) of the catalyst.

If catalyst temperature TMP is equal to or lower than reference temperature β (YES in S160), ECU 300 may not process exhaust sufficiently by the catalyst when engine 160 is started. The temperature of the catalyst is started by energizing the EHC 180. Thereafter, the process is returned to S150, and the ECU 300 continues to raise the temperature of the catalyst until the catalyst temperature TMP becomes higher than the reference temperature β.

If catalyst temperature TMP is higher than reference temperature β (NO in S160), ECU 300 determines that the catalyst is already within the activation temperature range and can be appropriately purified by the catalyst. Then, ECU 300 advances the process to S170, stops energization of EHC 180, and stops the temperature rise of the catalyst. If the time from the end of the previous run is short and energization of EHC 180 is not performed in this process, the state where energization of EHC 180 is not performed is maintained in S170.

Note that energization of the EHC 180 in the present embodiment is performed using electric power stored in the power storage device 110. Therefore, if the reference temperature β described above is set to a temperature (for example, 500 ° C.) sufficiently higher than the activation temperature of the catalyst (for example, 350 ° C.), the power of the power storage device 110 is wasted. obtain. Therefore, the reference temperature β is set to a temperature (for example, 400 ° C.) that is slightly higher than the activation temperature at which the catalyst purification action can be exerted in consideration of the temperature drop due to the time from the end of energization to the EHC 180 until traveling. It is preferable.

By performing the control according to the above-described process, the vehicle mounted with EHC is stopped on a steep slope, and it is assumed that the engine is started when the vehicle starts next time. It is possible to appropriately warm up the catalyst in advance.

[Embodiment 2]
In the second embodiment, a modified example of the first embodiment described above will be described.

FIG. 4 is an overall block diagram showing vehicle 100A according to the second embodiment. 4, in addition to the configuration of vehicle 100 shown in FIG. 1, a configuration capable of charging power storage device 110 with power from external power supply 500 is added, and a power supply unit to EHC drive unit 190 and The mechanism for generating the driving force is changed. In FIG. 4, the description of the elements overlapping with those in FIG. 1 will not be repeated.

Referring to FIG. 4, vehicle 100A is not configured to include two motor generators as vehicle 100 of FIG. 1, but is configured to include only one motor generator. Correspondingly, vehicle 100 includes PCU 120A instead of PCU 120 in FIG. Although details of the internal configuration of PCU 120 </ b> A are not shown, PCU 120 </ b> A includes one inverter corresponding to motor generator 130. Thus, the EHC drive control described in the first embodiment can be applied to a hybrid vehicle having only one motor generator.

Further, in vehicle 100A, EHC driving unit 190 is connected to power line PL1 and ground line NL1 on the low voltage side, unlike the connection in FIG. For example, when the power supply voltage for driving EHC 180 is a relatively low voltage, the voltage on the low voltage side (for example, 200 V) is lower than the voltage on the high voltage side (for example, 600 V) as shown in FIG. There is an advantage that the rated capacity and the physique of the EHC driving unit 190 can be reduced when the voltage is stepped down or directly used.

Furthermore, vehicle 100A includes a charging device 200, a charging relay CHR210, and a connection unit 220 as a configuration that allows charging of power storage device 110 with electric power from external power supply 500.

Connection unit 220 is provided on the body of vehicle 100 in order to receive power from external power supply 500. A charging connector 410 of the charging cable 400 is connected to the connection unit 220. Then, the plug 420 of the charging cable 400 is connected to the outlet 510 of the external power supply 500, whereby the power from the external power supply 500 is transmitted to the vehicle 100 via the electric wire portion 430 of the charging cable 400. In addition, a charging circuit breaker (also referred to as “CCID (Charging Circuit Interrupt Device)”) for switching between power supply and interruption from the external power supply 500 to the vehicle 100 is provided in the electric wire portion 430 of the charging cable 400. May be inserted.

The charging device 200 is connected to the connection unit 220 via the power lines ACL1 and ACL2. Charging device 200 is connected to power storage device 110 via CHR 210. Charging device 200 converts AC power supplied from external power supply 500 into DC power that power storage device 110 can charge based on control signal PWD from ECU 300.

One end of the relay included in CHR 210 is connected to the positive terminal and the negative terminal of power storage device 110, respectively. The other end of the relay included in CHR 210 is connected to power line PL4 and ground line NL4 connected to charging device 200, respectively. CHR 210 switches between supply and interruption of power from charging device 200 to power storage device 110 based on control signal SE <b> 2 from ECU 300.

Thus, the above-described EHC drive control can also be applied to a vehicle capable of so-called external charging.

It should be noted that it is not essential to provide all of the configuration having external charging, the connection configuration of the EHC drive unit, and the configuration of the motor generator shown in the second embodiment at the same time. That is, any one or more combinations of the above-described modified configurations can be applied to the configuration of the first embodiment shown in FIG.

The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

100, 100A vehicle, 110 power storage device, 115 SMR, 116 accelerator pedal, 117 shift lever, 118 slope detection unit, 120 PCU, 121 converter, 122 123 inverter, 130, 135 motor generator, 140 power transmission gear, 150 drive wheels , 160 engine, 170 exhaust pipe, 180 EHC, 190 EHC drive unit, 200 charging device, 210 CHR, 220 connection unit, 300 ECU, 310 input unit, 320 determination unit, 330 EHC control unit, 400 charging cable, 410 charging connector , 420 plug, 430 electric wire part, 500 external power supply, 510 outlet, ACL1, ACL2, PL1 to PL4 power line, C1, C2 capacitor, NL1, NL3 L4 ground line.

Claims

A vehicle,
A detection unit (118) for detecting an inclination of a travel path on which the vehicle (100, 100A) travels;
An internal combustion engine (160);
A warm-up device (180) for raising the temperature of a catalyst for purifying exhaust gas of the internal combustion engine (160);
A control device (300) for controlling the warm-up device (180),
When it is assumed that the control device (300) is likely to start the internal combustion engine (160) based on the slope and shift position of the travel path detected by the detection unit (118) Further, prior to starting the internal combustion engine (160), the warm-up device (180) starts raising the temperature of the catalyst.
The control device (300) is a position where the detected slope of the travel path exceeds a predetermined threshold value while the vehicle is stopped, and the shift position travels in the upward direction of the travel path. The vehicle according to claim 1, wherein it is assumed that the internal combustion engine (160) is likely to be started when a condition set in (2) is satisfied.
The said control apparatus (300) starts temperature rising of the said catalyst by the said warming-up apparatus (180), when the said conditions are satisfied and the temperature of the said catalyst is less than the predetermined reference value. 2. The vehicle according to 2.
A power storage device (110);
The rotating electrical machine (130, 135) configured to be able to generate a driving force for running the vehicle (100, 100A) using electric power from the power storage device (110). The vehicle according to 1.
The vehicle according to claim 4, further comprising a charging device (200) capable of charging the power storage device (110) using electric power from an external power source outside the vehicle (100, 100A).
A vehicle control method comprising:
The vehicle (100, 100A)
An internal combustion engine (160);
A warm-up device (180) for raising the temperature of a catalyst for purifying exhaust gas of the internal combustion engine (160),
The control method is:
Detecting a slope of a travel path on which the vehicle (100, 100A) travels;
Starting the internal combustion engine (160) when it is assumed that the internal combustion engine (160) is likely to be started based on the slope and shift position of the travel path detected in the detecting step. And starting the temperature of the catalyst by the warming-up device (180) prior to the vehicle control method.
In the step of raising the temperature of the catalyst, the detected slope of the travel path exceeds a predetermined threshold value while the vehicle is stopped, and the shift position travels in the upward direction of the travel path. The vehicle control method according to claim 6, wherein it is assumed that the internal combustion engine (160) is likely to be started when a condition set in a position is satisfied.
The step of raising the temperature of the catalyst starts raising the temperature of the catalyst by the warm-up device (180) when the condition is satisfied and the temperature of the catalyst is lower than a predetermined reference value. Item 8. The vehicle control method according to Item 7.