JP7201077B2 - VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD - Google Patents

Description

The present disclosure relates to a vehicle control device and a vehicle control method for a vehicle having an engine.

2. Description of the Related Art Conventionally, a vehicle equipped with an engine has a device (exhaust gas processing device) for processing exhaust gas discharged from the engine, such as an exhaust gas processing filter, on an exhaust flow path. Such an exhaust gas treatment device is removable. Therefore, some vehicles have a function of determining whether or not an exhaust gas treatment device is mounted on the exhaust flow path.

For example, Japanese Patent No. 4500359 discloses a method for diagnosing whether an internal combustion engine exhaust gas aftertreatment device (exhaust gas treatment device) is present in a vehicle. The method includes obtaining a first signal of temperature having a varying amplitude by continuously measuring the temperature of the exhaust gas downstream of the aftertreatment device for a period of time; obtaining a modulated second signal of temperature by modulating the signal of and detecting any significant difference between the signals by comparing the first and second signals of temperature including.

The prior art described above uses the temperature of the exhaust gas from the engine to determine whether an exhaust gas treatment device is installed. However, the temperature of the exhaust gas of the engine fluctuates depending on the operating conditions of the engine. Therefore, an erroneous determination may occur depending on the operating state of the engine.
For example, if the engine is restarted while the exhaust gas treatment device is in a high temperature state, the exhaust gas that has blown through the exhaust gas treatment device in a high temperature state may flow into the downstream flow path, causing a sudden change in the temperature of the downstream exhaust gas. There is This may cause an erroneous determination that the exhaust gas treatment device is not installed even though it is installed.

Embodiments of the present disclosure provide a vehicle control device and a vehicle control method that more accurately determine whether or not an exhaust gas treatment device is installed.

According to one embodiment of the present disclosure, a vehicle control device is a vehicle control device for a vehicle including an exhaust gas treatment device mounted on an exhaust flow path for exhaust gas discharged from an engine, a first temperature sensor provided downstream of the engine and upstream of the mounting position of the exhaust gas treatment device; and a second temperature sensor provided downstream of the mounting position of the exhaust gas treatment device on the exhaust flow path. , the temperature difference between the first detected temperature detected by the first temperature sensor and the second detected temperature detected by the second temperature sensor is equal to or greater than a predetermined determination temperature within a predetermined determination period. an attachment determination unit configured to determine that the exhaust gas treatment device is not attached to the attachment position when the exhaust gas treatment device is not installed, wherein the attachment determination unit determines that the exhaust flow path is in a cooling state according to a predetermined soak condition. is established, the determination is started when the engine is started.
Further, according to another embodiment of the present disclosure, a vehicle control method is a vehicle control method for a vehicle including an exhaust gas treatment device mounted on an exhaust flow path of exhaust gas discharged from an engine, the processor comprising: a first temperature of exhaust gas downstream of the engine on the exhaust flow path and upstream of a mounting position of the exhaust gas treatment device; and a first temperature of exhaust gas downstream of the mounting position of the exhaust gas treatment device on the exhaust flow path. 2, and determines whether or not the exhaust gas treatment device is attached to the attachment position, and determines whether or not the exhaust gas treatment device is attached to the attachment position while a predetermined soak condition indicating that the exhaust passage is in a cooled state is established. The determination is started when the engine is started, and if the temperature difference between the first temperature and the second temperature does not reach or exceed a predetermined determination temperature within a predetermined determination period, the exhaust gas is installed at the mounting position. Determine that the gas treatment device is not installed.

1 is a schematic diagram showing a configuration of a hybrid vehicle equipped with a vehicle control device according to an embodiment; FIG. 1 is a schematic diagram showing an exhaust system for exhaust gas generated by an engine; FIG. 4 is a timing chart showing attachment determination performed by an attachment determination unit; 4 is a timing chart showing attachment determination performed by an attachment determination unit; 4 is a timing chart showing the relationship between the operating state of the engine and the satisfaction of the soak condition;

A vehicle control device according to an embodiment of the present disclosure will be described in detail below with reference to the accompanying drawings. In this embodiment, a case will be described in which it is determined whether or not an exhaust gas treatment filter is attached as an example of an exhaust gas treatment device.
FIG. 1 is a schematic diagram showing the configuration of a hybrid vehicle 12 equipped with a vehicle control device 10 according to an embodiment.
In the present embodiment, a hybrid vehicle including an engine and a motor will be described as an example of a vehicle equipped with a vehicle control device. The vehicle on which the vehicle control device is installed is not limited to a hybrid vehicle, and may be an engine vehicle having only an engine. Further, in the present embodiment, the engine mounted on the vehicle is a gasoline engine using gasoline as fuel, but the engine may be a diesel engine using light oil as fuel. The hybrid vehicle may be a diesel hybrid vehicle using a diesel engine and a motor.

As shown in FIG. 1 , the hybrid vehicle 12 includes a travel system 20 , a power generation system 30 and an ECU (Electronic Control Unit) 70 .
The traveling system 20 is a driving mechanism of the hybrid vehicle 12, and includes front wheels 21 and rear wheels 22, a motor (first rotating electric machine) 23, an inverter 24, an engine 25, and rotation of an output shaft 23A of the motor 23. It comprises a transmission mechanism 26 for transmitting the rotation of the output shaft 25A of the engine 25 to the front wheels 21, a fuel tank 40, and a battery 50.

The front wheels 21 and the rear wheels 22 are each composed of two wheels paired in the vehicle width direction. In this embodiment, the front wheels 21 are driving wheels for the motor 23 and the engine 25 . For example, a motor 23 (front wheel drive motor and rear wheel drive motor) may be provided for each of the front wheels 21 and the rear wheels 22 .
The motor 23 operates using electric power stored in the battery 50, and outputs rotational force (torque) from the output shaft 23A. It should be noted that the motor 23 can perform regenerative operation to generate regenerative power when the hybrid vehicle 12 is decelerated (eg, when the accelerator pedal is released). Electric power generated by regenerative power generation is supplied to the battery 50 via the inverter 24 to charge the battery 50 .

The inverter 24 adjusts the electric power of the battery 50 according to the user's (driver's) request and supplies the electric power to the motor 23 . The user's request is, for example, the operation of an accelerator pedal, a brake pedal, a shift lever (not shown), or the like, or the vehicle speed measured by a vehicle speed sensor. Calculate The ECU 70 controls the inverter 24 based on the calculated required output value.

Engine 25 operates by burning fuel supplied from fuel tank 40 in a combustion chamber. In this embodiment, engine 25 is a reciprocating engine that uses gasoline as fuel. The engine 25 is controlled by an ECU 70 which will be described later.

The transmission mechanism 26 transmits rotation of the output shaft 23 A of the motor 23 to the front wheels 21 and transmits rotation of the output shaft 25 A of the engine 25 to the front wheels 21 . The transmission mechanism 26 has a clutch device 27 . The clutch device 27 includes a pair of clutch plates 27A and 27B, and a driving portion 27C that allows the clutch plates 27A and 27B to come into contact with each other and release the contact state.

The clutch plate 27A rotates integrally with the output shaft 25A of the engine 25. As shown in FIG. The clutch plate 27B rotates integrally with the output shaft 23A of the motor 23. As shown in FIG. When the clutch plates 27A and 27B are brought into contact with each other by the driving portion 27C, the clutch plates 27A and 27B rotate together with each other. As a result, the rotation of the output shaft 25A of the engine 25 is transmitted to the front wheels 21. As shown in FIG. When the drive portion 27C separates the clutch plates 27A and 27B from each other, the rotation of the output shaft 25A of the engine 25 is no longer transmitted to the front wheels 21 . The drive unit 27C is controlled by an ECU 70, which will be described later.

The fuel tank 40 stores fuel (gasoline in this embodiment) that is the power source of the engine 25 .
The battery 50 stores electric power, which is the power source of the motor 23 . The battery 50 is charged by power generation by the generator 31 (to be described later), regenerative power generation by the motor 23, power supply from an external power source connected to a charging connector (not shown) provided on the vehicle body of the hybrid vehicle 12, and the like.
A BMU (Battery Management Unit) 50A is connected to the battery 50 . The BMU 50A detects the voltage, temperature, and input/output current of the battery 50, and detects the state of the battery 50 including the state of charge (SOC). BMU 50A transmits the state of battery 50 (charging rate, battery voltage, battery temperature, etc.) to ECU 70 .

The power generation system 30 is a mechanism for charging the battery 50 and includes an engine 25 , a generator (second rotating electric machine) 31 and an inverter 24 .

Rotation of the output shaft 25A of the engine 25 is transmitted to the rotating shaft 31A of the generator 31 via the second transmission mechanism 32 . When the generator 31 becomes capable of generating power under the control of the ECU 70, the rotating shaft 31A rotates in response to the rotation of the output shaft 25A of the engine 25 to generate power. The generator 31 is connected to the inverter 24 , and the AC power generated by the generator 31 is converted into DC power by the inverter 24 to charge the battery 50 .
In the series running mode, which will be described later, the AC power generated by the generator 31 is directly used to drive the motor 23 . In this case, the AC power generated by the generator 31 is appropriately frequency-converted by the inverter 24 and then supplied to the motor 23 .

The generator 31 also functions as an electric motor (starter) for starting the engine 25 . When starting the engine 25 , the ECU 70 controls the inverter 24 to drive the generator 31 . 31 A of rotating shafts rotate when the generator 31 operate|moves. Since the rotating shaft 31A is connected to the output shaft 25A of the engine 25 via the second transmission mechanism 32, when the generator 31 operates and the rotating shaft 31A rotates, the output shaft 25A of the engine 25 rotates.

The ECU 70 functions as a vehicle control device 10 that controls the hybrid vehicle 12 as a whole.
The ECU 70 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores and stores control programs, a RAM (Random Access Memory) as an operating area for the control programs, and an EEPROM (Electrically Rewritable Memory) that holds various data. Erasable Programmable Read-Only Memory), and an interface section that interfaces with peripheral circuits.
By the CPU executing the control program, the ECU 70 functions as a drive control section 700 (engine stop section) and an attachment determination section 702 of the vehicle control device 10 .

The drive control unit 700 controls each unit of the hybrid vehicle 12, such as the motor 23, the engine 25, the generator 31, and the clutch device, based on settings from the user and the charging rate of the battery 50, which are input via various operation units (not shown). 27 drive unit 27C and the like.
The drive control unit 700 drives the hybrid vehicle 12 by appropriately switching between three running modes of the hybrid vehicle 12, that is, an EV (Electric Vehicle) running mode, a series running mode, and a parallel running mode.

Three running modes will be described below.
The EV travel mode is a mode in which the engine 25 is stopped and the driving force of the motor 23 rotates the axle to travel. The electric power supplied to motor 23 in the EV running mode is only the electric power accumulated in battery 50 .

The series travel mode is a mode in which the vehicle travels by driving the generator 31 with the engine 25 to generate power while rotating the axle with the driving force of the motor 23 . The electric power supplied to the motor 23 in the series running mode is the electric power accumulated in the battery 50 and the electric power generated by the generator 31 .
Drive control unit 700 shifts hybrid vehicle 12 to series running mode, for example, when the charging rate of battery 50 drops below a predetermined value (hereinafter referred to as "engine start SOC") during EV running mode. That is, drive control unit 700 performs forced power generation by generator 31 when the charging rate of battery 50 becomes equal to or lower than a predetermined charging rate (engine start SOC). In addition, the drive control unit 700 supplies the electric power from the battery 50 and the generator 31 even when the required output value exceeds a predetermined value at low to medium speeds during the EV driving mode (such as when the accelerator is depressed). In order to supply the electric power generated in 1 to the motor 23, the hybrid vehicle 12 is shifted to the series running mode.

The parallel travel mode is a mode in which the driving force of the engine 25 and the driving force of the motor 23 are used to rotate the axle and travel.
The drive control unit 700 shifts the hybrid vehicle 12 to the parallel running mode particularly when the efficiency of driving the axle by the engine 25 is high, such as during high-speed running. In the parallel running mode, the engine 25 mainly drives the axle, and the motor 23 assists during acceleration. Even in the parallel running mode, it is possible to transmit the driving force of the engine 25 to the generator 31 to generate power (that is, distribute the driving force of the engine 25 to running and power generation).

Here, the drive control unit 700 functions as an engine stop unit that stops driving the engine 25 when a predetermined engine stop condition is satisfied. For example, if the accelerator pedal is depressed (requires high output) and the accelerator pedal is released or the brake pedal is depressed while driving in series driving mode or parallel driving mode (engine stop condition established), the drive control unit 700 stops the engine 25 and causes the hybrid vehicle 12 to travel in the EV travel mode.
If the vehicle in which the vehicle control device 10 is installed is not a hybrid vehicle but an engine vehicle having only an engine, the drive control unit 700 can be controlled by the idling stop function when the vehicle is stopped such as waiting for a traffic light or when decelerating (engine stop). When the condition is satisfied), the engine 25 is stopped.

FIG. 2 is a schematic diagram showing an exhaust system 60 for exhaust gas generated by the engine 25. As shown in FIG.
The engine 25 is connected to an intake passage 602 through which intake air drawn from outside the vehicle is supplied, and an exhaust passage 604 through which exhaust gas produced in the combustion chamber is discharged outside the vehicle. The exhaust flow path 604 connects the engine 25 and a muffler opening (not shown) leading to the outside of the vehicle body of the hybrid vehicle 12 .
An exhaust gas processing filter 606 (exhaust gas processing device) for processing exhaust gas is mounted on the exhaust flow path 604 . The exhaust gas processing filter 606 is, for example, a gasoline particulate filter (GPF) that collects and removes particulate matter contained in the exhaust gas. A three-way catalytic converter or the like may be provided as the exhaust gas processing filter 606 or separately from the exhaust gas processing filter 606 .

A first temperature sensor 608 is provided downstream of the engine 25 on the exhaust flow path 604 and upstream of the mounting position of the exhaust gas treatment filter 606 . A second temperature sensor 610 is provided downstream of the mounting position of the exhaust gas processing filter 606 on the exhaust flow path 604 .
First temperature sensor 608 and second temperature sensor 610 each detect the temperature of the exhaust gas at its installation position, and output the detected temperature to ECU 70 functioning as attachment determination unit 702 of vehicle control device 10 .

Based on the temperature difference between the first detected temperature detected by the first temperature sensor 608 and the second detected temperature detected by the second temperature sensor 610, the attachment determination unit 702 determines whether the exhaust gas processing filter is installed. The attachment state of 606 (whether or not it is attached) is determined. The determination by the attachment determination unit 702 is hereinafter referred to as "attachment determination".
More specifically, after starting the attachment determination, the attachment determination unit 702 detects that the temperature difference between the first detected temperature and the second detected temperature is within a predetermined determination period (hereinafter referred to as a "failure determination period"). If the temperature does not exceed the determination temperature, it is determined that the exhaust gas processing filter 606 is not installed at the installation position. In addition, after starting the attachment determination, the attachment determination unit 702 determines that the temperature difference between the first detected temperature and the second detected temperature becomes equal to or higher than the determination temperature within the failure determination period, and that state continues for a predetermined period (hereinafter referred to as " If it continues, it is determined that the exhaust gas processing filter 606 is installed at the installation position.
The reason why the determination is made by this method is that when the exhaust gas processing filter 606 is installed, there is a difference in the exhaust temperature between upstream and downstream of the installation position of the exhaust gas processing filter 606 due to the heat capacity of the exhaust gas processing filter 606. On the other hand, when the exhaust gas processing filter 606 is not attached, it is considered that there is almost no difference in the exhaust gas temperature between upstream and downstream of the mounting position of the exhaust gas processing filter 606 .

3A and 3B are timing charts showing attachment determination performed by the attachment determination unit 702. FIG.
3A and 3B, from top to bottom, the operating state (operating/stopped) of the engine 25, the exhaust temperature upstream of the exhaust gas treatment filter 606 (the first detected temperature detected by the first temperature sensor 608), and the downstream exhaust temperature (second detected temperature detected by the second temperature sensor 610), elapsed time from the start of the engine 25, exhaust temperature difference between upstream and downstream, normality (with filter) judgment result, failure (filter No) Determination results are shown in chronological order.

FIG. 3A is a timing chart when the exhaust gas processing filter 606 is attached (with filter).
At time T0, the engine 25 is stopped, and the exhaust temperature difference between upstream and downstream of the filter is substantially zero.
When the engine 25 starts at time T1, the elapsed time from the start of the engine 25 is counted. Shortly after the start of the engine 25 (time T2), the temperature of the exhaust gas upstream of the filter begins to rise, and a difference in temperature of the exhaust gas occurs between the upstream and downstream portions.
When this exhaust gas temperature difference reaches or exceeds a predetermined determination temperature TN and this state continues for the normality determination period TM, the installation determination unit 702 determines that the exhaust gas processing filter 606 is installed. In FIG. 3A, at time T3, the exhaust temperature difference between upstream and downstream becomes equal to or higher than the judgment temperature TN, and the normal judgment is established at time T4 when this state continues for the normal judgment period TM.

FIG. 3B is a timing chart when the exhaust gas processing filter 606 is not attached (no filter).
Also in this case, at time T0, the engine 25 is stopped, and the exhaust temperature difference between upstream and downstream of the filter is substantially zero.
When the engine 25 starts at time T1, the elapsed time from the start of the engine 25 is counted. Shortly after the start of the engine 25 (time T2), the exhaust temperature upstream of the filter begins to rise as in the case with the filter. Almost no exhaust temperature difference occurs. That is, the state in which the upstream/downstream exhaust gas temperature difference is less than the determination temperature TN continues.
When this state continues for the failure determination period TL from the start of the engine 25, the attachment determination unit 702 determines that the exhaust gas processing filter 606 has been removed. In FIG. 3B, the failure determination is established at time T5 when the state in which the upstream/downstream exhaust gas temperature difference is less than the determination temperature TN continues for the failure determination period TL. When the failure determination is established, the ECU 70 notifies the user by, for example, turning on a warning light on the instrument panel.

Note that the determination temperature TN, the failure determination period TL, and the normality determination period TM shown in FIGS. 3A and 3B may vary depending on the magnitude of the intake air amount of the engine 25 (≈engine load). Specifically, for example, as the intake air amount of the engine 25 increases, the attachment determination unit 702 increases the determination temperature TN and decreases the failure determination period TL and the normality determination period TM. This is because when the intake air amount of the engine 25 changes, the magnitude of the increase in exhaust temperature and the time required for temperature change also change.

In the present embodiment, the failure determination period TL is defined by the elapsed time from the start of the engine 25, but may be defined by, for example, an integrated value of the exhaust flow rate from the start of the engine 25. FIG. That is, for example, the failure determination period TL may be considered to have elapsed when the integrated value of the exhaust gas flow rate from the start of the engine 25 becomes equal to or greater than SA. Similarly, the normality determination period TM may also be defined by the integrated value of the exhaust gas flow rate.

Here, in the present embodiment, attachment determination unit 702 starts attachment determination when engine 25 is started while a predetermined soak condition is satisfied. The soak condition is a condition indicating that a certain amount of time has passed since the engine 25 stopped and the exhaust system 60 including the exhaust gas processing filter 606 and the exhaust flow path 604 is in a cooled state.
When the engine 25 starts with the exhaust gas processing filter 606 sufficiently cooled, a large amount of heat is absorbed by the exhaust gas processing filter 606, so the exhaust gas temperature upstream and downstream of the installation position of the exhaust gas processing filter 606 increases. The difference in exhaust temperature is greater (upstream exhaust temperature>>downstream exhaust temperature). Therefore, it is possible to more accurately determine whether or not the exhaust gas processing filter 606 is attached by performing the attachment determination while the soak condition is satisfied.

Examples of soak conditions include the following. The attachment determination unit 702 determines that the attachment determination can be performed when, for example, one of the following conditions 1 to 3 is satisfied.
<Condition 1>
A state in which the engine 25 is stopped continues for a predetermined time or longer.
In condition 1, the installation determination unit 702 directly monitors the operating state of the engine 25, and determines that the soak condition is met when a predetermined time has passed since the engine 25 stopped.
In the present embodiment, "the duration of the state in which the engine is stopped" in Condition 1 includes the duration of the EV traveling mode in which the motor 23 drives the driving wheels of the vehicle to travel.

FIG. 4 is a timing chart showing the relationship between the operating state of the engine 25 and the satisfaction of the soak condition.
In FIG. 4, from the top, the operating state (operating/stopped) of the engine 25, the operating state (operating/stopped) of the motor 23, the running speed of the vehicle (vehicle speed), the soak condition determination period (soak time: engine stop state) duration), and the establishment state (establishment/non-establishment) of the soak condition is shown in chronological order.
At time T0, the engine 25 and the motor 23 are operating, and the vehicle is running at a predetermined vehicle speed V (series running mode or parallel running mode). Since the engine 25 is operating, the soak time is zero and the soak condition is not satisfied.

When the engine 25 and the motor 23 stop at time T1, the vehicle stops and the vehicle speed becomes zero. The soak time starts counting from time T1, and the soak condition is established at time T2 when the soak time reaches the first predetermined time tα.
At time T3, the engine 25 and the motor 23 are restarted, and the state in which the soak condition is satisfied is maintained even after the vehicle resumes running. The state in which the soak condition is satisfied is maintained until the restarted engine 25 stops (until time T4 in FIG. 4). This is because it is necessary to perform attachment determination when the soak condition is satisfied. Generally, the attachment determination is performed at the timing when the engine 25 is restarted at time T3.

Further, for example, on the right side of the dashed line, the engine 25 and the motor 23 are operating, and the vehicle is traveling at the vehicle speed V. At time T5, the engine 25 is stopped and only the motor 23 is operating in the EV traveling mode. If so, the soak time is counted from time T5. When traveling in the EV traveling mode, the exhaust system 60 is cooled more effectively due to the influence of traveling wind, compared to when the vehicle is simply stopped. Therefore, during EV running, the soak condition may be satisfied when the soak time reaches a second predetermined time tβ shorter than the first predetermined time tα (time T6). For comparison, the first predetermined time tα is indicated by a dotted line near time T6.
That is, when the attachment determination unit 702 counts the duration of the EV driving mode as the duration of the state in which the engine 25 is stopped, the duration of the soak determination is longer than when the engine 25 is stopped and the vehicle is stopped. may be shortened.

<Condition 2>
A temperature parameter (cooling water temperature, etc.) when the engine was stopped last time is equal to or higher than a predetermined temperature indicating a warm-up state, and a difference between the temperature parameter when the engine is started this time and the outside air temperature is equal to or less than a predetermined value.
<Condition 3>
A temperature parameter (cooling water temperature, etc.) at the previous engine stop is equal to or higher than a predetermined temperature indicating a warm-up state, and a temperature parameter at the current engine start is equal to or lower than a predetermined value.
In conditions 2 and 3, the attachment determination unit 702 does not monitor the duration of the engine 25 stopped state, but uses the temperature parameter to determine whether or not the soak condition is established. This is because, for example, when the outside air temperature is high, the exhaust system 60 is not sufficiently cooled even after a sufficient amount of time has passed since the engine 25 stopped, or the temperature difference between the exhaust gas from the engine 25 and the outside air is small. This is because there is a possibility that the accuracy of attachment determination may decrease. By determining whether or not the soak condition is established using the temperature parameter, as in conditions 2 and 3, the accuracy of attachment determination can be further improved.

In order to stably perform the attachment determination, the drive control section 700 (engine stop section) may stop stopping the engine 25 while the attachment determination section 702 is performing the attachment determination. This is because, in the attachment determination in the present embodiment, high-temperature exhaust must be continuously supplied to the exhaust passage 604 for a predetermined period, and accurate determination cannot be made when the engine 25 stops.
That is, in the hybrid vehicle 12, immediately after the installation determination is started during running in the series running mode or the parallel running mode, even if the vehicle state normally becomes the EV running mode, the drive control unit 700 will not cause the engine to 25 continue to drive.
For example, in the case of a gasoline vehicle equipped with an idling stop function, the drive control unit 700 continues to drive the engine 25 even when the vehicle is in a state where the engine 25 normally stops, such as when waiting for a signal.
When the key is turned off by the user, the engine 25 is stopped.

Further, the drive control section 700 may drive the engine 25 in a predetermined high load state while the attachment determination section 702 is performing attachment determination. As described above, in the attachment determination of the present embodiment, high-temperature exhaust must be continuously supplied to the exhaust passage 604 for a predetermined period of time. This is because there is little difference in the exhaust gas temperature between the upstream and downstream sides of the exhaust gas processing filter 606, and there is a possibility that the determination accuracy will decrease. In the hybrid vehicle 12, the transmission of the output of the engine 25 to the driving wheels can be connected and disconnected by the clutch device 27, so that the operating state of the engine 25 can be adjusted without directly affecting the driving by increasing the load of the generator 31. It can be a region suitable for determination (high load state).

Further, the drive control unit 700 may change the amount of increase in the load of the engine 25 based on the charging rate of the battery 50 when the engine 25 is driven in a high load state at the time of the attachment determination. That is, when the drive control unit 700 drives the engine 25 in a high load state regardless of the running state of the vehicle, it is necessary to increase the power generation amount of the generator 31 to increase the load on the engine 25, but the charging rate of the battery 50 If is high, there will be a shortage of recipients of the electricity generated by the generation.
For this reason, the drive control unit 700 reduces the load on the engine 25 (the amount of increase from the load required for running) at the time of attachment determination as the charging rate of the battery 50 increases. Furthermore, when the charging rate of the battery 50 is close to full charge (when the charging rate is equal to or higher than a predetermined charging rate), the drive control unit 700 may stop increasing the load on the engine 25 during the attachment determination.

As described above, the vehicle control device 10 according to the embodiment performs attachment determination while the soak condition indicating that the exhaust flow path 604 is in the cooled state is established. While the soak condition is satisfied, the upstream and downstream temperature difference increases based on the presence or absence of the exhaust gas processing filter 606 . This improves the determination accuracy.
Also, if there is a possibility that the engine 25 will stop during running due to idling stop or the like, stopping of the engine 25 may be canceled while the attachment determination is being performed. As a result, the determination can be made stably without stopping the exhaust from the engine 25 .
Further, when the vehicle to be controlled is the hybrid vehicle 12 including the motor 23 in addition to the engine 25, the duration of the EV driving mode may be included in the soak condition. As a result, the soak condition is likely to be established, and the chances of attachment determination can be increased. At this time, since the exhaust system is likely to be cooled by running wind during the EV running mode, the time until the soak condition is established may be shorter than when the vehicle is stopped. This makes it possible to perform the determination more efficiently.
Also, the engine 25 may be driven in a high load state during the attachment determination. As a result, the engine 25 can be driven in a region suitable for attachment determination, and the accuracy of attachment determination can be improved.
Also, the amount of increase in the load of the engine 25 may be changed based on the charging rate of the battery 50 . As a result, problems such as overcharging of the battery 50 can be avoided.

A program for causing the ECU 70 to function as the drive control unit 700 (engine stop unit) and the attachment determination unit 702 can be provided by being recorded in a computer-readable non-transitory recording medium. Computer-readable recording media include, for example, optical storage media such as CD-ROMs (Compact Disc-ROMs), magnetic recording media such as HDDs (Hard Disk Drives), and semiconductor storage media such as flash memories. Such programs can also be provided by download over a network.

This application is based on Japanese Patent Application No. 2019-093745 filed on May 17, 2019, the contents of which are incorporated herein by reference.

REFERENCE SIGNS LIST 10 vehicle control device 12 hybrid vehicle 23 motor 25 engine 31 generator 40 fuel tank 50 battery 60 exhaust system 602 intake flow path 604 exhaust flow path 606 exhaust gas processing filter 608 first temperature sensor 610 second temperature sensor 70 ECU
700 drive control unit (engine stop unit)
702 attachment determination unit

Claims (6)

A vehicle control device for a vehicle equipped with an exhaust gas treatment device mounted on an exhaust flow path of exhaust gas discharged from an engine,
a first temperature sensor provided downstream of the engine on the exhaust flow path and upstream of a mounting position of the exhaust gas treatment device;
a second temperature sensor provided downstream of a mounting position of the exhaust gas treatment device on the exhaust flow path;
A temperature difference between a first detected temperature detected by the first temperature sensor and a second detected temperature detected by the second temperature sensor does not exceed a predetermined determination temperature within a predetermined determination period. a mounting determination unit for determining that the exhaust gas treatment device is not mounted at the mounting position;
with
The attachment determination unit starts the determination when the engine is started while a predetermined soak condition indicating that the exhaust passage is in a cooled state is established, and
The vehicle is a hybrid vehicle in which drive wheels are driven by at least one of the engine and the motor,
Satisfaction of the soak condition includes that the state in which the engine is stopped continues for a predetermined period of time,
The duration of the state in which the engine is stopped includes the duration of an EV driving mode in which the drive wheels of the vehicle are driven by the motor and the vehicle is driven;
The attachment determination unit increases the determination temperature as the intake air amount of the engine increases.
Vehicle controller. The attachment determination unit reduces the predetermined period as the intake air amount of the engine increases.
The vehicle control device according to claim 1. When counting the duration of the EV driving mode as the duration of the state in which the engine is stopped, the attachment determination unit counts the predetermined period longer than when the vehicle is stopped with the engine stopped. shorten,
The vehicle control device according to claim 1 or 2. further comprising a drive control unit that controls operating states of the engine and the motor;
The drive control unit drives the engine in a predetermined high load state while the attachment determination unit is making the determination.
A vehicle control device according to any one of claims 1 to 3. The drive control unit changes an increase amount of the load of the engine based on a charging rate of a battery that accumulates power consumed by the motor.
The vehicle control device according to claim 4. A vehicle control method for a vehicle equipped with an exhaust gas treatment device mounted on an exhaust flow path of exhaust gas discharged from an engine,
the processor
a first temperature of exhaust gas downstream of the engine on the exhaust flow path and upstream of a mounting position of the exhaust gas treatment device; and a first temperature of exhaust gas downstream of the mounting position of the exhaust gas treatment device on the exhaust flow path. determining whether or not the exhaust gas treatment device is mounted at the mounting position based on the temperature of 2;
The determination is started when the engine is started while a predetermined soak condition indicating that the exhaust passage is in a cooled state is satisfied, and the temperature difference between the first temperature and the second temperature is determining that the exhaust gas treatment device is not installed at the installation position when the temperature does not reach a predetermined determination temperature or higher within a predetermined determination period;
The vehicle is a hybrid vehicle in which drive wheels are driven by at least one of the engine and the motor,
Satisfaction of the soak condition includes that the state in which the engine is stopped continues for a predetermined period of time,
The duration of the state in which the engine is stopped includes the duration of an EV driving mode in which the drive wheels of the vehicle are driven by the motor and the vehicle is driven;
increasing the determination temperature as the intake air amount of the engine increases;
Vehicle control method.

Images