WO2012176308A1

WO2012176308A1 - Vehicle, vehicle control method, and vehicle control apparatus

Info

Publication number: WO2012176308A1
Application number: PCT/JP2011/064436
Authority: WO
Inventors: 大悟川村
Original assignee: トヨタ自動車株式会社
Priority date: 2011-06-23
Filing date: 2011-06-23
Publication date: 2012-12-27

Abstract

A hybrid vehicle is provided with: an engine including a plurality of cylinders; a motor generator connected to the engine; a motive force dividing mechanism connecting the engine and the motor generator and configured to vary the rotating speed of the motor generator in accordance with the rotating speed of the engine; and an ECU for controlling the engine and the motor generator. The ECU decreases the thermal energy in one or more of the plurality of cylinders compared with the thermal energy in the other cylinders, and increases the rotating speed of the engine so as to decrease the rotating speed of the motor generator.

Description

Vehicle, and vehicle control method and control device

The present invention relates to a vehicle, and a vehicle control method and control device, and more particularly to a technique for controlling an engine in a vehicle that is connected to an engine and includes an electric motor that changes its rotational speed in accordance with the rotational speed of the engine.

A hybrid vehicle equipped with an electric motor for traveling in addition to the engine is known. The hybrid vehicle may be classified as an electric vehicle having a function of extending a travel distance. In addition to electric motors for traveling, there are also hybrid vehicles equipped with electric motors that are mainly used as generators.

For example, as described in Japanese Patent Application Laid-Open No. 2006-21622 (Patent Document 1), the engine, the electric motor for traveling, and the electric motor for power generation are connected by a differential device configured by a planetary gear unit.

JP 2006-21622 A

In a hybrid vehicle in which an engine and an electric motor are connected by a differential device, a power transmission system is provided by power circulation in which power that is not used for traveling circulates between the electric motor for traveling and the electric motor for power generation. There is a drawback that the transmission efficiency of the can be deteriorated. For example, during low-load traveling at high vehicle speeds, a hybrid vehicle travels using only the torque from the engine, while one electric motor generates power and uses the generated power to torque the engine to the wheels. The reaction force necessary to transmit the power is realized by one electric motor. The electric power generated by one electric motor is supplied to the other electric motor via an inverter or the like, and the supplied electric power is returned as torque from the other electric motor via the differential device so that the power circulates. . However, in power circulation, energy is lost in an inverter or the like. As a result, transmission efficiency can deteriorate.

An object of the present invention is to improve transmission efficiency.

In one embodiment, a vehicle connects an engine provided with a plurality of cylinders, an electric motor connected to the engine, an engine and the electric motor, and changes the rotational speed of the electric motor according to the rotational speed of the engine. And a control unit for controlling the engine and the electric motor. The control unit reduces the heat energy in some of the plurality of cylinders compared to the heat energy in the other cylinders, and increases the engine speed in order to reduce the speed of the electric motor.

According to this configuration, the rotational speed of the engine is increased while the engine torque is reduced by reducing the thermal energy in some of the plurality of cylinders compared to the thermal energy in the other cylinders. Therefore, the engine speed can be increased while suppressing an increase in engine output power. Increasing the engine speed decreases the speed of the electric motor. Therefore, the electric power required for the operation of the electric motor is reduced. Thereby, the energy loss resulting from the action | operation of an electric motor is reduced. Therefore, energy loss is reduced while suppressing an increase in engine output power. As a result, transmission efficiency can be improved.

In another embodiment, the control unit sucks into some cylinders of the plurality of cylinders in order to reduce thermal energy in some of the cylinders compared to heat energy in the other cylinders. The amount of air to be made is made smaller than the amount of air taken into the other cylinders.

According to this configuration, the torque of the engine can be reduced by making the amount of air sucked into some of the plurality of cylinders smaller than the amount of air sucked into other cylinders.

In yet another embodiment, the control unit is configured to reduce the thermal energy in some cylinders of the plurality of cylinders compared to the thermal energy in other cylinders. The lift amount of the intake valve is made smaller than the lift amount of the intake valve in the other cylinders.

According to this configuration, the engine torque can be reduced by making the lift amount of the intake valve in some cylinders of the plurality of cylinders smaller than the lift amount of the intake valve in other cylinders.

In yet another embodiment, the control unit is configured to reduce the thermal energy in some cylinders of the plurality of cylinders compared to the thermal energy in other cylinders. The operating angle of the intake valve is made smaller than the operating angle of the intake valve in the other cylinders.

According to this configuration, the torque of the engine can be reduced by reducing the operating angle of the intake valve in some of the plurality of cylinders compared to the operating angle of the intake valve in the other cylinders.

In yet another embodiment, the control unit is configured to reduce the thermal energy in some cylinders of the plurality of cylinders compared to the thermal energy in other cylinders. Stop fuel injection.

According to this configuration, the engine torque can be reduced by stopping fuel injection in some of the plurality of cylinders.

In yet another embodiment, the control unit is configured to reduce the thermal energy in some cylinders of the plurality of cylinders compared to the thermal energy in other cylinders. Stop ignition.

According to this configuration, the engine torque can be reduced by stopping ignition in some of the plurality of cylinders.

The engine speed is increased while the engine torque is reduced by reducing the heat energy in some cylinders of the plurality of cylinders compared to the heat energy in the other cylinders. Therefore, the engine speed can be increased while suppressing an increase in engine output power. Increasing the engine speed decreases the speed of the electric motor. Therefore, the electric power required for the operation of the electric motor is reduced. Thereby, the energy loss resulting from the action | operation of an electric motor is reduced. Therefore, energy loss is reduced while suppressing an increase in engine output power. As a result, transmission efficiency can be improved.

It is a schematic block diagram which shows the power train of a hybrid vehicle. It is an alignment chart of a power split mechanism. It is an alignment chart when an engine is stopped. It is an alignment chart when an engine is motored or cranked. It is an alignment chart of a transmission. It is an alignment chart of the power split mechanism at a high vehicle speed. It is a figure which shows the transmission efficiency of the power transmission system of a hybrid vehicle. It is a schematic block diagram which shows the engine of a hybrid vehicle. It is a figure which shows an engine operating line and an equal power line. It is a flowchart which shows the process which ECU performs. It is a figure which shows the operating point and operating line of an engine when some cylinders are deactivated. It is an alignment chart of a power split mechanism when some cylinders are deactivated.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

Referring to FIG. 1, a hybrid vehicle includes an engine 1000, a first motor generator 200, a power split mechanism 300 that combines or distributes torque between the engine 1000 and the first motor generator 200, and a second motor. Generator 400 and transmission 500 are included.

Engine 1000 is a known internal combustion engine that burns fuel and outputs motive power, and is configured to be able to electrically control operating conditions such as throttle opening (intake amount), fuel supply amount, and ignition timing. Yes. The engine 1000 is controlled by an ECU (Electronic Control Unit) 100 including a microcomputer and a memory 102, for example. The ECU 100 may be divided into a plurality of ECUs.

The first motor generator 200 is a three-phase AC rotating electric machine as an example, and has a function as a motor and a function as a generator. First motor generator 200 is connected to power storage device 700 such as a battery via inverter 210. By controlling the inverter 210, the output torque or regenerative torque of the first motor generator 200 is appropriately set. The control is performed by the ECU 100. The stator (not shown) of the first motor generator 200 is fixed and does not rotate.

The power split mechanism 300 includes a sun gear (S) 310 that is an external gear, a ring gear (R) 320 that is an internal gear arranged concentrically with the sun gear (S) 310, and the sun gear (S). This is a known gear mechanism that generates a differential action by using a carrier (C) 330 that rotates and revolves a pinion gear meshing with 310 and a ring gear (R) 320 as three rotating elements. The output shaft of the engine 1000 is connected to a carrier (C) 330 as a first rotating element via a damper. In other words, the carrier (C) 330 is an input element.

On the other hand, the rotor (not shown) of the first motor generator 200 is connected to the sun gear (S) 310 which is the second rotating element. Therefore, the sun gear (S) 310 is a so-called reaction force element, and the ring gear (R) 320 that is the third rotation element is an output element. The ring gear (R) 320 is connected to an output shaft 600 connected to drive wheels (not shown).

FIG. 2 shows an alignment chart of the power split mechanism 300. As shown in FIG. 2, when the reaction torque generated by the first motor generator 200 is input to the sun gear (S) 310 with respect to the torque output from the engine 1000 input to the carrier (C) 330, these torques are added or subtracted. The torque having the magnitude appears in the ring gear (R) 320 serving as an output element. In that case, the rotor of the first motor generator 200 is rotated by the torque, and the first motor generator 200 functions as a generator. Further, when the rotation speed (output rotation speed) of ring gear (R) 320 is constant, the rotation speed of engine 1000 is continuously (steplessly) changed by changing the rotation speed of first motor generator 200. ) Can be changed. That is, control for setting the rotation speed of engine 1000 to, for example, the rotation speed with the best fuel efficiency can be performed by controlling first motor generator 200. The control is performed by the ECU 100.

As shown in FIG. 3, if the output shaft of engine 1000, that is, the crankshaft is stopped during traveling, first motor generator 200 rotates in the reverse direction. When the first motor generator 200 is caused to function as an electric motor from this state and torque is output in the forward rotation direction, torque in the direction of rotating the engine 1000 connected to the carrier (C) 330 acts. As a result, as shown in FIG. 4, the output shaft of engine 1000 can be rotated by first motor generator 200. That is, the engine 1000 can be motored or cranked by the first motor generator 200.

Referring back to FIG. 1, the second motor generator 400 is a three-phase AC rotating electric machine as an example, and has a function as a motor and a function as a generator. Second motor generator 400 is connected to power storage device 700 such as a battery via inverter 310. By controlling the inverter 310, the power running and regeneration and the torque in each case are controlled. The stator (not shown) of second motor generator 400 is fixed and does not rotate.

The transmission 500 is configured by a set of Ravigneaux planetary gear mechanisms. A first sun gear (S1) 510 and a second sun gear (S2) 520, which are external gears, are provided, and the first pinion 531 meshes with the first sun gear (S1) 510, and the first The pinion 531 meshes with the second pinion 532, and the second pinion 532 meshes with the ring gear (R) 540 arranged concentrically with the sun gears 510 and 520.

Each

pinion

531 and 532 is held by a carrier (C) 550 so as to rotate and revolve freely. Further, the second sun gear (S 2) 520 is meshed with the second pinion 532. Accordingly, the first sun gear (S1) 510 and the ring gear (R) 540 constitute a mechanism corresponding to the double pinion type planetary gear mechanism together with the

pinions

531 and 532, and the second sun gear (S2) 520 and the ring gear (R). 540 and the second pinion 532 constitute a mechanism corresponding to a single pinion planetary gear mechanism.

Furthermore, the transmission 500 is provided with a B1 brake 561 that selectively fixes the first sun gear (S1) 510 and a B2 brake 562 that selectively fixes the ring gear (R) 540. These

brakes

561 and 562 are so-called friction engagement elements that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. And these

brakes

561 and 562 are comprised so that the torque capacity may change continuously according to the engaging force by oil_pressure | hydraulic. Further, the second motor generator 400 described above is connected to the second sun gear (S2) 520. Carrier (C) 550 is connected to output shaft 600.

Therefore, in the above-described transmission 500, the second sun gear (S2) 520 is a so-called input element, and the carrier (C) 550 is an output element. By engaging the B1 brake 561, the transmission ratio is “ A high speed stage greater than 1 ″ is set. By engaging the B2 brake 562 instead of the B1 brake 561, a low speed stage having a higher gear ratio than the high speed stage is set.

The shifting between the respective speeds is executed based on the traveling state such as the vehicle speed and the required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state.

FIG. 5 shows a collinear diagram of the transmission 500. As shown in FIG. 5, if the ring gear (R) 540 is fixed by the B2 brake 562, the low speed stage L is set, and the torque output from the second motor generator 400 is amplified in accordance with the gear ratio and applied to the output shaft 600. Added. On the other hand, if the first sun gear (S1) 510 is fixed by the B1 brake 561, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the second motor generator 400 is increased according to the gear ratio and added to the output shaft 600.

It should be noted that, in a state where the respective gear stages L and H are constantly set, the torque applied to the output shaft 600 is a torque obtained by increasing the output torque of the second motor generator 400 according to the gear ratio. In the shift transition state, the torque is affected by the torque capacity at each

brake

561 and 562, the inertia torque accompanying the change in the rotational speed, and the like. The torque applied to the output shaft 600 is positive torque when the second motor generator 400 is driven, and is negative torque when the second motor generator 400 is driven.

In the present embodiment, the hybrid vehicle uses an EV mode that uses the driving force of only second motor generator 400 while engine 1000 is stopped, and uses the driving force of either or both of engine 1000 and second motor generator 400. Drive in any of the HV modes. The travel mode is selected based on various parameters such as the vehicle speed, the accelerator opening, and the remaining capacity of the power storage device 700.

As an example, the hybrid vehicle travels using only the driving force of the engine 1000 during low-load traveling at a high vehicle speed. In this traveling state, the first motor generator 200 outputs torque in the direction indicated by the arrow in FIG. 6, thereby realizing the reaction force necessary for transmitting torque from the engine 1000 to the wheels by the first motor generator 200. .

The electric power for operating the first motor generator 200 is generated by the second motor generator 400. The electric power generated by second motor generator 400 is supplied to first motor generator 200 via second inverter 212 and first inverter 210. The electric power supplied to first motor generator 200 is returned as torque from first motor generator 200 to second motor generator 400 using carrier (C) 330, that is, engine 1000, as a fulcrum. Therefore, second motor generator 400 generates power using the torque supplied from first motor generator 200. In this manner, power that is not used for traveling of the hybrid vehicle circulates between the first motor generator 200 and the second motor generator 400.

However, in the power circulation, energy is lost in the second inverter 212 and the first inverter 210. Therefore, the transmission efficiency can be deteriorated. FIG. 7 shows the theoretical transmission efficiency in the power transmission system of the hybrid vehicle. The horizontal axis in FIG. 7 indicates the gear ratio of the power split mechanism 300. The speed ratio of power split device 300 is calculated by dividing the rotational speed of engine 1000 by the rotational speed of ring gear (R) 320. The vertical axis in FIG. 7 indicates transmission efficiency.
The amount of energy loss increases as the electric power used for the operation of first motor generator 200 increases. The electric power used for the operation of first motor generator 200 increases as the rotational speed of first motor generator 200 increases. Therefore, the energy loss in the power circulation is reduced as the rotational speed of the first motor generator 200 is reduced and brought closer to zero. When the rotation speed of the first motor generator 200 is zero, energy loss is minimized. Therefore, transmission efficiency is maximized.

As will be described later, in the present embodiment, transmission is performed during low-load traveling at a high vehicle speed where the speed ratio is smaller than the speed ratio of power split mechanism 300 when the rotation speed of first motor generator 200 is zero. In order to improve efficiency, the number of revolutions of engine 1000 is increased, and the number of revolutions of first motor generator 200 is reduced.

The engine 1000 will be further described with reference to FIG.
The engine 1000 is a V-type 8-cylinder engine in which “A” bank 1010 and “B” bank 1012 are each provided with a group of four cylinders. An engine other than a V-type 8-cylinder engine may be used. For example, a 6-cylinder engine may be used. The number of cylinders may be any number as long as it is plural. In addition to the V-type engine, an in-line engine may be used.

The engine 1000 receives air from an air cleaner 1020. The intake air amount is adjusted by a throttle valve 1030. The throttle valve 1030 is an electronic throttle valve that is driven by a motor.

The air is introduced into the cylinder 1040 through the intake passage 1032. Air is mixed with fuel in a cylinder 1040 (combustion chamber). Fuel is directly injected from the injector 1050 into the cylinder 1040. That is, the injection hole of the injector 1050 is provided in the cylinder 1040.

Fuel is injected during the intake stroke. Note that the timing of fuel injection is not limited to the intake stroke. In this embodiment, engine 1000 will be described as a direct injection engine in which an injection hole of injector 1050 is provided in cylinder 1040. In addition to direct injection injector 1050, a port injection injector is provided. May be. Furthermore, only the injector for port injection may be provided.

The air-fuel mixture in the cylinder 1040 is ignited by the spark plug 1060 and burned. The air-fuel mixture after combustion, that is, the exhaust gas is purified by the three-way catalyst 1070 and then discharged outside the vehicle. The piston 1080 is pushed down by the combustion of the air-fuel mixture, and the crankshaft 1090 rotates.

An intake valve 1100 and an exhaust valve 1110 are provided at the top of the cylinder 1040. An intake valve 1100 and an exhaust valve 1110 are provided in each of the cylinders 1040.

The intake valve 1100 is driven by an intake camshaft 1120. The exhaust valve 1110 is driven by an exhaust camshaft 1130. Intake camshaft 1120 and exhaust camshaft 1130 are connected by a chain, gear, or the like, and rotate at the same rotational speed.

The intake camshaft 1120 and the exhaust camshaft 1130 are connected to the crankshaft 1090 by a chain or a belt. Therefore, intake camshaft 1120 and exhaust camshaft 1130 rotate when crankshaft 1090 rotates. Therefore, the intake valve 1100 and the exhaust valve 1110 open and close as the crankshaft 1090 rotates. The intake valve 1100 and the exhaust valve 1110 open and close at different crank angles for each cylinder as the crankshaft 1090 rotates.

The lift amount of the intake valve 1100 is changed by a VVL (Variable Valve Lift) mechanism 2000. The working angle may be controlled instead of or in addition to the lift amount. In addition to the lift amount or working angle of the intake valve 1100, the lift amount or working angle of the exhaust valve 1110 may be changed.

ECU 100 receives a signal representing the rotation speed and crank angle of crankshaft 1090 from crank angle sensor 5000. Further, ECU 100 receives from cam position sensor 5010 a signal (a signal indicating the phase of intake valve 1100 and exhaust valve 1110) indicating the phase of intake camshaft 1120 and exhaust camshaft 1130 (the position of the camshaft in the rotational direction). Is done. In addition, signals representing the rotational speeds of intake camshaft 1120 and exhaust camshaft 1130 are input from cam position sensor 5010.

Further, ECU 100 receives a signal representing the water temperature (cooling water temperature) of engine 1000 from water temperature sensor 5020 and a signal representing the intake air amount of engine 1000 (the amount of air sucked into engine 1000) from air flow meter 5030. Is done.

Based on signals input from these sensors, a map and a program stored in a memory (not shown), the ECU 100 controls the throttle opening, ignition timing, fuel injection so that the engine 1000 enters a desired operating state. Control the timing, fuel injection amount, lift amount, etc.

As shown in FIG. 9, the operating point of the engine 1000, that is, the engine speed NE and the output torque TE are determined by the intersection of the output power and the operating line.

The output power is indicated by an isopower line. The operating line is predetermined by the developer based on the results of experiments and simulations. The operating line is determined based on the energy efficiency of engine 1000. For example, a line connecting operating points determined by the developer that the efficiency of the engine 1000 is good is determined as an operation line. For example, the efficiency of the engine 1000 is obtained by dividing the actually output power by the power that should be obtained theoretically, which is calculated based on the fuel injection amount, the intake air amount, and the like, with the throttle opening being maximized. Is calculated by When the engine 100 is driven along the operation line, optimal fuel consumption is realized. The operation line setting method is not limited to these.

With reference to FIG. 10, processing executed by ECU 100 in the present embodiment will be described. ECU 100 may execute processing by software, may execute processing by hardware, or may execute processing by cooperation of software and hardware.

In step (hereinafter, step is abbreviated as S) 100, it is determined whether or not the hybrid vehicle is traveling at a low load at a high vehicle speed. For example, when the vehicle speed is higher than a threshold value and the fluctuation amount of the vehicle speed is smaller than another threshold value, it is determined that the vehicle is traveling at a low load at a high vehicle speed. Low load traveling at high vehicle speed is not limited to the above traveling state.

When the hybrid vehicle is traveling at a low load at a high vehicle speed (YES in S100), in S102, the thermal energy in some of the cylinders is smaller than the thermal energy in the other cylinders. Is done. Specifically, some of the cylinders are deactivated. That is, fuel combustion is stopped only in some cylinders.

A well-known method is used as a method of stopping the cylinder. For example, the amount of air sucked into some of the plurality of cylinders is made smaller than the amount of air sucked into other cylinders. As an example, the lift amount of the intake valve 1100 in a part of the plurality of cylinders is made smaller than the lift amount of the intake valve 1100 in other cylinders. More specifically, only the lift amount of the intake valve 1100 in some cylinders of the plurality of cylinders is made zero. The operating angle of the intake valve 1100 in a part of the plurality of cylinders may be made smaller than the operating angle of the intake valve 1100 in other cylinders. More specifically, only the operating angle of the intake valve 1100 in some cylinders of the plurality of cylinders may be set to zero.

Instead of or in addition to reducing the lift amount or operating angle, fuel injection is stopped only in some of the plurality of cylinders, or ignition is stopped only in some of the plurality of cylinders. Or you may.

At the same time when the thermal energy in some cylinders of the plurality of cylinders is made smaller than the thermal energy in other cylinders, that is, only some cylinders are deactivated, at S104, the first motor In order to reduce the rotational speed of generator 200, the rotational speed of engine 1000 is increased.

Specifically, as shown in FIG. 11, the operating point of engine 1000 is moved in the direction in which the rotational speed of engine 1000 increases along the equal power line. Thereby, as shown in FIG. 12, the rotation speed of the 1st motor generator 200 is made small. That is, the rotation speed of first motor generator 200 is brought close to zero. Therefore, energy loss due to the operation of first motor generator 200 is reduced. Therefore, the transmission efficiency can be improved, and the operating point of engine 1000 can be brought closer to the operating point at which the transmission efficiency of the power transmission system of the hybrid vehicle is maximized, as indicated by a triangular mark in FIG.

As described above, in the present embodiment, the rotational speed of engine 1000 is increased while the torque of engine 1000 is reduced by deactivating some cylinders. Therefore, the transmission efficiency of the power transmission system can be improved while suppressing an increase in the output of engine 1000.

Furthermore, by stopping some cylinders, only the torque of the engine 1000 is reduced. Therefore, as shown in FIG. 11, the torque on the operating line where the efficiency of engine 1000 is optimal is reduced. That is, when some cylinders are deactivated, the efficiency of the engine 1000 can be improved in an operating state where the torque is lower than when the throttle opening is reduced. Therefore, by increasing the rotation speed of the engine 1000 while some cylinders are deactivated, the operating point of the engine 1000 is transferred to the power transmission system of the hybrid vehicle while reducing the degree of deterioration of the efficiency of the engine 1000 itself. The operating point can be brought close to the maximum efficiency.

Note that the operating state in which some cylinders are deactivated and the engine speed is increased is not limited to low-load traveling at high vehicle speeds. In an operating state in which the rotational speed of the first motor generator 200 can be brought close to zero by increasing the engine rotational speed except during low-load traveling at a high vehicle speed, some cylinders are deactivated and the engine rotational speed is decreased. You may make it increase.

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 ECU, 102 memory, 200 first motor generator, 210 first inverter, 212 second inverter, 300 power split mechanism, 310 sun gear, 320 ring gear, 330 carrier, 400 second motor generator, 500 transmission, 600 output shaft, 700 power storage device, 1000 engine, 1010 A bank, 1012 B bank, 1040 cylinder, 1050 injector, 1060 spark plug, 1080 piston, 1090 crankshaft, 1100 intake valve, 1110 exhaust valve, 1120 intake camshaft, 1130 exhaust camshaft, 2000 VVL mechanism.

Claims

An engine provided with a plurality of cylinders;
An electric motor coupled to the engine;
A connecting device that connects the engine and the electric motor, and changes a rotational speed of the electric motor according to a rotational speed of the engine;
A control unit for controlling the engine and the electric motor,
The control unit reduces the heat energy of a part of the plurality of cylinders compared to the heat energy of the other cylinders, and reduces the rotational speed of the engine to reduce the rotational speed of the electric motor. Increasing vehicle.
The control unit is configured to reduce the heat energy in some cylinders of the plurality of cylinders compared to the heat energy in other cylinders, so that the air sucked into some of the cylinders The vehicle according to claim 1, wherein the amount of air is made smaller than the amount of air sucked into other cylinders.
The control unit is configured to lift an intake valve in a part of the plurality of cylinders in order to reduce thermal energy in a part of the plurality of cylinders compared to heat energy in the other cylinders. The vehicle according to claim 1, wherein the amount is made smaller than a lift amount of an intake valve in another cylinder.
The control unit operates an intake valve in a part of the plurality of cylinders in order to reduce the heat energy in a part of the plurality of cylinders compared to the heat energy in the other cylinders. The vehicle according to claim 1, wherein the angle is made smaller than a working angle of an intake valve in another cylinder.
The control unit stops fuel injection in some cylinders of the plurality of cylinders in order to reduce thermal energy in some cylinders of the plurality of cylinders compared to thermal energy in other cylinders. The vehicle according to claim 1.
The control unit stops ignition in some cylinders of the plurality of cylinders in order to make thermal energy in some cylinders of the plurality of cylinders smaller than thermal energy in other cylinders. The vehicle according to claim 1.
An engine provided with a plurality of cylinders, an electric motor connected to the engine, a connecting device that connects the engine and the electric motor, and changes the rotational speed of the electric motor according to the rotational speed of the engine A method of controlling a vehicle equipped with
Reducing thermal energy in some of the plurality of cylinders compared to thermal energy in other cylinders;
A step of increasing the rotational speed of the engine in order to reduce the rotational speed of the electric motor at the same time as reducing the thermal energy in a part of the plurality of cylinders compared to the thermal energy in the other cylinders. A vehicle control method comprising:
An engine provided with a plurality of cylinders, an electric motor connected to the engine, a connecting device that connects the engine and the electric motor, and changes the rotational speed of the electric motor according to the rotational speed of the engine And a vehicle control device equipped with
Means for reducing thermal energy in some of the plurality of cylinders compared to thermal energy in other cylinders;
In order to increase the rotational speed of the engine in order to reduce the rotational speed of the electric motor at the same time as making the thermal energy in some of the plurality of cylinders smaller than the thermal energy in the other cylinders And a vehicle control device.