Vehicle control method and vehicle control device

Abstract

In hybrid vehicles, the battery is properly warmed up according to its temperature. [Solution] In the hybrid vehicle according to this embodiment, the engine includes a first bank connected to a first exhaust passage that includes a transverse portion that crosses the front of the battery in the vehicle width direction, and a second bank connected to a second exhaust passage that does not include the transverse portion. The vehicle control device according to this embodiment puts either the first bank or the second bank into an operating state depending on the battery temperature.

Description

Technical Field

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[0001] The present invention relates to a vehicle control method and a vehicle control device.

Background Art

[0002] Conventionally, with respect to a battery (power storage device) provided in a vehicle such as an electric vehicle, various techniques for warming up such a battery have been proposed in order to prevent a decrease in its performance. For example, in Patent Document 1 listed below, a vehicle is disclosed in which, among a plurality of power storage devices, a power storage device that preferably operates at a high temperature is arranged near an exhaust pipe that guides the exhaust gas of a gas turbine, and a power storage device that does not preferably operate at a high temperature is arranged at a position far from the exhaust pipe.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, the temperature of the battery varies depending on the usage situation and usage environment of the battery. However, the conventional techniques as described above have a problem that it is difficult to appropriately warm up the battery according to its temperature.

[0005] On one aspect, the present invention has been made in view of such circumstances, and an object thereof is to provide a vehicle control method and a vehicle control device that appropriately warm up a battery according to its temperature in a hybrid vehicle.

Means for Solving the Problems

[0006] To solve the above-mentioned problems, a vehicle control method according to one aspect of the present invention is a vehicle control method that causes a processor to control a hybrid vehicle comprising an engine, a battery, and an electric motor that operates on power supplied from the battery. In the hybrid vehicle, the engine includes one or more cylinders of a first bank connected to a first exhaust passage of the battery, which includes a transverse portion that crosses the front side of the hybrid vehicle in the longitudinal direction of the hybrid vehicle in the vehicle width direction, and one or more cylinders of a second bank connected to a second exhaust passage that does not include the transverse portion. In a vehicle control method according to one aspect of the present invention, the processor performs the steps of: acquiring battery temperature information indicating the temperature of the battery; determining whether the temperature of the battery indicated by the battery temperature information is below a reference temperature; and controlling the state of one or more cylinders of the first bank and the second bank, wherein if it is determined that the battery temperature is below the reference temperature, one or more cylinders of the first bank are set to an operating state and one or more cylinders of the second bank are set to a deactivated state; and if it is determined that the battery temperature is higher than the reference temperature, one or more cylinders of the first bank are set to a deactivated state and one or more cylinders of the second bank are set to an operating state. [Effects of the Invention]

[0007] According to the present invention, it is possible to provide a vehicle control method and a vehicle control device that appropriately warm up the battery in a hybrid vehicle according to its temperature. [Brief explanation of the drawing]

[0008] [Figure 1] This is a block diagram showing the schematic configuration of a vehicle equipped with a vehicle control device according to the embodiment. [Figure 2] A schematic example of the hardware configuration of the vehicle control device according to the embodiment is shown. [Figure 3] Figure 2 shows an example of reference temperature-weight information. [Figure 4] A schematic example of the software configuration of the vehicle control device according to the embodiment is shown. [Figure 5] Figure 1 illustrates an overview of how the state of each engine bank is controlled in response to factors such as battery temperature in the example vehicle. [Figure 6] Figure 1 illustrates an overview of how the opening and closing of the flow path switching valve is controlled according to the battery temperature in the vehicle shown in the example. [Figure 7] An example of the engine state control processing performed by the vehicle control device according to the embodiment is outlined below. [Figure 8] An example of the opening and closing control process of the flow path switching valve, which is performed in conjunction with all-cylinder operation by the vehicle control device according to the embodiment, is outlined below. [Figure 9] An example of the processing procedure for a vehicle control device according to an embodiment is shown. [Figure 10] This document shows an example of the processing procedure for controlling the opening and closing of the flow path switching valve, which is performed in conjunction with the operation of all cylinders by the vehicle control device according to the embodiment. [Figure 11] This document shows an example of the processing procedure for engine state control, which is performed by the vehicle control device according to this embodiment, using different reference temperatures depending on the vehicle's condition. [Modes for carrying out the invention]

[0009] Hereinafter, an embodiment relating to one aspect of the present invention (hereinafter also referred to as "this embodiment") will be described based on the drawings. However, this embodiment described below is merely illustrative in all respects of the present invention. Needless to say, various improvements and modifications can be made without departing from the scope of the present invention. In other words, in carrying out the present invention, specific configurations according to the embodiment may be appropriately adopted. Although the data appearing in this embodiment is described in natural language, more specifically, it is specified in pseudo-language, commands, parameters, machine code, etc., that can be recognized by a computer.

[0010] §1 Examples of Application Figure 1 is a block diagram showing the schematic configuration of a vehicle VH equipped with a vehicle control device (vehicle control device 10) according to this embodiment. Vehicle VH is an example of the "hybrid vehicle" of the present invention, and in this embodiment, it is a plug-in hybrid vehicle capable of charging the battery 30 by an external power source. Vehicle VH comprises a vehicle control device 10, an engine 20, a battery 30, and a motor generator, which is an example of the "electric motor" of the present invention. In this embodiment, the "motor generator" may be referred to as "MG", the "inverter" as "INV", and the "transmission" as "TM". In the example shown in Figure 1, vehicle VH is equipped with a first MG40 and a second MG90 as motor generators. Furthermore, vehicle VH is equipped with a first passage 51, a second passage 53, and a downstream passage 55 formed by the merging of the first passage 51 and the second passage 53 as exhaust passages through which the exhaust from the engine 20 flows.

[0011] Engine 20 is an example of the "engine" of the present invention, and is an internal combustion engine capable of switching between full-cylinder operation and partial-cylinder operation. In the example shown in Figure 1, engine 20 is located at the front of the vehicle VH in the longitudinal direction, and in particular, it is located in front of the battery 30. Engine 20 includes a plurality of cylinders, and in this embodiment, it includes one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23. Note that Figure 1 shows an example in which engine 20 is realized as a V-type engine. However, it is not essential for the vehicle control device 10 to realize engine 20 as a V-type engine, and engine 20 may be, for example, a horizontally opposed engine with two rows of banks (in this embodiment, the first bank 21 and the second bank 23) arranged facing each other on both sides of the crankshaft.

[0012] In partial cylinder operation mode, some cylinders of the engine 20 are deactivated while others are in operation. In this embodiment, one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 are in operation while the other is deactivated. In contrast, in full cylinder operation mode, all of the multiple cylinders of the engine 20 are in operation. In this embodiment, one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 are both in operation. In this embodiment, the engine 20 can be switched between full cylinder operation mode and partial cylinder operation mode by the control of the vehicle control device 10.

[0013] One or more cylinders of the first bank 21 are connected to a first passage 51, which is an example of the "first exhaust passage" of the present invention. This can also be rephrased as "the first bank 21 is connected to the first passage 51." When one or more cylinders of the first bank 21 are operating (in other words, when the first bank 21 is operating), exhaust gas flows through the first passage 51. When one or more cylinders of the first bank 21 are idle (in other words, when the first bank 21 is idle), air may flow through the first passage 51.

[0014] A second passage 53, which is an example of the "second exhaust passage" of the present invention, is connected to one or more cylinders of the second bank 23. This can also be rephrased as "the second passage 53 is connected to the second bank 23." When one or more cylinders of the second bank 23 are operating (in other words, when the second bank 23 is operating), exhaust gas flows through the second passage 53. When one or more cylinders of the second bank 23 are idle (in other words, when the second bank 23 is idle), air may flow through the second passage 53.

[0015] The battery 30 is an example of the "battery" of the present invention, constitutes the power source of each of the first MG40 and the second MG90, and supplies power to each of the first MG40 and the second MG90. The battery 30 may be charged by the power regenerated by each of the first MG40 and the second MG90. Further, the battery 30 may be connected to a charging device (not shown) via an external charging plug 80. Thereby, the battery 30 can be charged by an external power source.

[0016] The first MG40 is an example of the "electric motor" of the present invention and operates with the power supplied from the battery 30. In particular, the first MG40 can operate as an electric motor that generates mechanical power from electrical energy and can also operate as a generator that generates electrical energy from mechanical power. Specifically, the first MG40 is rotationally driven, for example, by the power stored in the battery 30 to generate the driving force for the running of the vehicle VH. That is, in the vehicle VH, the first MG40 outputs driving torque (driving force) to the drive wheels DW (particularly, the front drive wheels DW) together with the engine 20. The driving forces of the engine 20 and the first MG40 are transmitted to the front drive wheels DW of the vehicle VH via the first TM43. In the present embodiment, the first MG40 is connected to the battery 30 via the first INV41, and the driving thereof is controlled by the first INV41. For example, the first INV41 may control the driving of the first MG40 based on a command from the upper ECU63. In other words, the upper ECU63 may control the driving of the first MG40 via the first INV41. Further, the first MG40 generates electricity by the driving force input from the engine 20 via a clutch (not shown) or converts the driven force input from the drive wheel DW side of the front wheels into electric power by regeneration to generate electricity. The electric power generated by the first MG40 is charged into the battery 30 via the first INV41. The first INV41 converts the direct current supplied from the battery 30 into three-phase alternating current and outputs it to the first MG40 to drive it, or converts the three-phase alternating current generated by the first MG40 into direct current and outputs it to the battery 30.

[0017] The second MG90 is an example of the "electric motor" of the present invention, similar to the first MG40, and operates on the electric power supplied from the battery 30. Also, like the first MG40, the second MG90 can operate as an electric motor and can also operate as a generator. Specifically, the second MG90 is rotationally driven by, for example, the electric power stored in the battery 30 to generate the driving force for the running of the vehicle VH. That is, in the vehicle VH, the second MG90 outputs a driving torque (driving force) to the driving wheels DW (particularly, the rear driving wheels DW), and in the example shown in FIG. 1, the driving force of the second MG90 is transmitted to the rear driving wheels DW of the vehicle VH via the second TM93. In the present embodiment, the second MG90 is connected to the battery 30 via the second INV91, and the driving thereof is controlled by the second INV91. For example, the second INV91 may control the driving of the second MG90 based on a command from the upper ECU63. In other words, the upper ECU63 may control the driving of the second MG90 via the second INV91. Further, the second MG90 converts the driven force input from the rear driving wheel DW side into electric power by regeneration to generate electricity. The electric power generated by the second MG90 is charged into the battery 30 via the second INV91. The second INV91 converts the direct current supplied from the battery into three-phase alternating current and outputs it to the second MG90 to drive it, or converts the three-phase alternating current generated by the second MG90 into direct current and outputs it to the battery 30.

[0018] Figure 1 shows an example where the vehicle VH is a hybrid vehicle (HV-4WD) with a four-wheel drive system based on FF (front-engine, front-wheel drive). However, it is not essential for the vehicle control device 10 that the vehicle VH be an HV-4WD. For example, it is not essential for the vehicle control device 10 that the vehicle VH is equipped with the first MG40 and the second MG90 as the "electric motor" of the present invention. The vehicle VH only needs to be equipped with at least one of the first MG40 and the second MG90, and for example, the vehicle VH does not need to be equipped with the second MG90, second INV91 and second TM93. Also, although Figure 1 illustrates an example in which the engine 20 generates the driving force for the vehicle VH, it is not essential for the vehicle control device 10 to use the engine 20 as the driving source for the vehicle VH. The engine 20 may be used exclusively to drive the first MG40 (i.e., to generate power for the first MG40), and the vehicle VH may be a so-called series hybrid vehicle. For the vehicle control device 10, the engine 20 may be any internal combustion engine capable of switching between full-cylinder operation and partial-cylinder operation, and may be used exclusively to drive the first MG 40, or it may be used to drive the drive wheels DW.

[0019] The first flow path 51 includes a "transverse portion 513 that crosses the front side of the battery 30 in the longitudinal direction of the vehicle VH, in the vehicle width direction of the vehicle VH." In this embodiment, in addition to the transverse portion 513, the first flow path 51 includes a "portion (first upstream portion 511) whose upstream end is connected to the first bank 21, and which extends along one side of the vehicle width direction of the vehicle VH to just before the battery 30 in the longitudinal direction of the vehicle VH." In the example shown in Figure 1, the first upstream portion 511 extends along the left side of the vehicle VH in a straight line (approximately straight line) along the left side surface of the vehicle VH to just before the battery 30 in the longitudinal direction of the vehicle VH.

[0020] The cross section 513 crosses the front of the battery 30 in the vehicle width direction of the vehicle VH, and in the example shown in Figure 1, it crosses the front of the battery 30 from the left side to the right side of the vehicle VH. The upstream end of the cross section 513 is connected to the first upstream section 511, and in particular, to the downstream end of the first upstream section 511. In the example shown in Figure 1, the cross section 513 is connected to the first upstream section 511 via a flow path switching valve 70. Specifically, a flow path switching valve 70 is provided at the downstream end of the first upstream section 511, and the upstream end of the cross section 513 is connected to the downstream end of the first upstream section 511 via this flow path switching valve 70. However, it is not essential for the vehicle control device 10 that the cross section 513 is connected to the first upstream section 511 via the flow path switching valve 70. In the first flow path 51, a flow path switching valve 70 is not required. For example, the upstream end of the transverse portion 513 may be directly connected to the downstream end of the first upstream portion 511 without going through the flow path switching valve 70.

[0021] In this embodiment, the vehicle VH includes a bypass passage 57 in addition to the first passage 51 and the second passage 53 as exhaust passages through which the exhaust from the engine 20 flows. The bypass passage 57 is an exhaust passage that "does not cross the front side of the battery 30 in the longitudinal direction of the vehicle VH in the vehicle width direction of the vehicle VH." Specifically, the bypass passage 57 is an exhaust passage that extends from in front of the battery 30, on the same side in the vehicle width direction of the vehicle VH as the first upstream portion 511 of the first passage 51 is located, in the longitudinal direction of the vehicle VH. In the example shown in Figure 1, the bypass passage 57 extends from in front of the battery 30, along the left side of the vehicle VH, in a straight line (approximately straight line) along the left side surface of the vehicle VH, in the longitudinal direction of the vehicle VH. The bypass passage 57 is connected to the upstream end of the crossing portion 513, and in this embodiment, it is connected to the upstream end of the crossing portion 513 via a passage switching valve 70. In other words, the upstream end of the transverse section 513 is connected to the bypass passage 57 (for example, the upstream end of the bypass passage 57) via the flow path switching valve 70. In the example shown in Figure 1, the downstream end of the first upstream section 511 is connected to the upstream end of the transverse section 513 and the upstream end of the bypass passage 57. Specifically, the upstream end of the transverse section 513 and the upstream end of the bypass passage 57 are connected via the flow path switching valve 70. However, it is not essential for the vehicle control device 10 that the vehicle VH includes the bypass passage 57 as an exhaust passage. The vehicle VH does not need to include the bypass passage 57 as an exhaust passage, and the exhaust passage (especially the first passage 51) does not need to have a flow path switching valve 70.

[0022] The flow path switching valve 70 is provided at the upstream end of the transverse section 513 and connects the upstream end of the transverse section 513 to the bypass flow path 57. In the example shown in Figure 1, the flow path switching valve 70 connects the downstream end of the first upstream section 511 to the upstream end of the transverse section 513 and the upstream end of the bypass flow path 57. The flow path switching valve 70 is controlled to open and close by the vehicle control device 10, and in this embodiment, by opening and closing in accordance with the opening and closing control command OCS received from the vehicle control device 10, exhaust gas from the first upstream section 511 (i.e., exhaust gas from the first bank 21) can be flowed into the transverse section 513 or the bypass flow path 57. The flow path switching valve 70 may be configured, for example, as a three-way valve having an inlet into which exhaust gas supplied from the first upstream section 511 flows in, and a first outlet and a second outlet out which the exhaust gas flows out. The inlet of the flow path switching valve 70 may be connected to the downstream end of the first upstream section 511, the first outlet of the flow path switching valve 70 may be connected to the upstream end of the transverse section 513, and the second outlet of the flow path switching valve 70 may be connected to the upstream end of the bypass flow path 57. The flow path switching valve 70 only needs to be able to direct exhaust gas from the first upstream section 511 to the transverse section 513 or the bypass flow path 57 in accordance with instructions from the vehicle control device 10.

[0023] The second channel 53 does not include the transverse portion 513 described above, and extends in the longitudinal direction of the vehicle VH to just before the battery 30, on the side opposite to the side where the first upstream portion 511 of the first channel 51 is located, in the vehicle width direction of the vehicle VH. In the example shown in Figure 1, the upstream end of the second channel 53 is connected to the second bank 23, and it extends in a straight line (approximately straight line) along the right side of the vehicle VH to just before the battery 30, in the longitudinal direction of the vehicle VH.

[0024] The downstream channel 55 is formed by the confluence of the first channel 51 and the second channel 53, and the upstream end of the downstream channel 55 is connected to the downstream end of the first channel 51 (particularly the transverse portion 513) and the downstream end of the second channel 53. The downstream channel 55 extends from in front of the battery 30 along the side opposite to the side where the first upstream portion 511 of the first channel 51 is located, in the longitudinal direction of the vehicle VH. In the example shown in Figure 1, the downstream channel 55 extends from in front of the battery 30 along the right side of the vehicle VH, in a straight line (approximately straight line) along the right side of the vehicle VH, in the longitudinal direction of the vehicle VH.

[0025] The vehicle control device 10 controls the state of the engine 20, specifically by performing full-cylinder operation, where the engine 20 is in a state of all-cylinder operation, and partial-cylinder operation, where the engine 20 is in a state of partial-cylinder operation. In partial-cylinder operation, the vehicle control device 10 sets one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 to be in an operating state, and the other to a deactivated state. For example, the vehicle control device 10 performs partial-cylinder operation by outputting an operating command or a deactivation command (engine state command ESC) to each of the first bank 21 and the second bank 23. By appropriately performing such partial-cylinder operation, the vehicle control device 10 can improve the fuel efficiency of the vehicle VH compared to, for example, always performing full-cylinder operation. Note that in vehicle VH, processing such as determining the driving force of the engine 20 (in other words, the value of the requested output RO for the engine 20) may be performed by the higher-level ECU 63. The vehicle control device 10 controls the state of the engine 20 so that the requested output RO value determined by the higher-level ECU 63 can be achieved, and in particular, it may control the states of the first bank 21 and the second bank 23, respectively.

[0026] Furthermore, the vehicle control device 10 controls the opening and closing of the flow path switching valve 70, for example, by outputting an opening / closing control command OCS (open command OS or close command CS) to the flow path switching valve 70. In this embodiment, the vehicle control device 10, for example, closes the flow path switching valve 70 to allow exhaust gas from one or more cylinders of the first bank 21 to flow only to the transverse section 513 and not to the bypass flow path 57. Alternatively, the vehicle control device 10, for example, opens the flow path switching valve 70 to allow exhaust gas from one or more cylinders of the first bank 21 to flow only to the bypass flow path 57 and not to the transverse section 513.

[0027] As illustrated in Figure 1, the vehicle control device 10 receives various signals (information) indicating the detection results of various sensors 61. The various sensors 61 include, for example, an SOC sensor for detecting the charge level (SOC, State Of Charge) of the battery 30, a temperature sensor 611 for detecting the temperature of the battery 30, and an acceleration sensor 612 for detecting the acceleration of the vehicle VH. The vehicle control device 10 also receives signals from the higher-level ECU 63 indicating the value of the requested output RO for the engine 20. The higher-level ECU 63 determines the value of the requested output RO for the engine 20 based on the accelerator opening, etc., and outputs a signal indicating the determined value of the requested output RO to the vehicle control device 10. Furthermore, the vehicle control device 10 receives map information, including the planned driving route PR of the vehicle VH, from the navigation system 65 (abbreviated as "navigation system" in the figure). These signals and information input to the vehicle control device 10 are used for the control performed by the vehicle control device 10 as described above.

[0028] In this embodiment, the vehicle control device 10 appropriately warms up the battery 30 by switching the bank that is in operation during partial cylinder operation according to the temperature VT of the battery 30. Specifically, the vehicle control device 10 obtains battery temperature information IVT indicating the temperature VT of the battery 30 from, for example, the temperature sensor 611 mentioned above, and determines whether the temperature VT of the battery 30 indicated by the battery temperature information IVT is below the reference temperature RT. If the vehicle control device 10 determines that the temperature VT of the battery 30 is below the reference temperature RT, it sets one or more cylinders of the first bank 21 to operation, while setting one or more cylinders of the second bank 23 to deactivation. Furthermore, if the vehicle control device 10 determines that the temperature VT of the battery 30 is higher than the reference temperature RT, it sets one or more cylinders of the first bank 21 to deactivation, while setting one or more cylinders of the second bank 23 to operation. As described above, one or more cylinders of the first bank 21 are connected to a first flow path 51 which includes a "transverse portion 513 that crosses the front side of the battery 30 in the longitudinal direction of the vehicle VH, in the direction of the vehicle width of the vehicle VH." In contrast, one or more cylinders of the second bank 23 are connected to a second flow path 53 which does not include the transverse portion 513. Therefore, the vehicle control device 10 can properly warm up the battery 30 by utilizing exhaust heat by operating either the first bank 21 or the second bank 23 in accordance with the temperature VT of the battery 30 in the vehicle VH. The details of the vehicle control device 10, which has been outlined above, will now be explained using Figures 2 to 6.

[0029] §2 Example Configuration [Hardware configuration] Figure 2 schematically illustrates an example of the hardware configuration of the vehicle control device 10 according to this embodiment. As shown in Figure 2, the vehicle control device 10 according to this embodiment is a computer in which a control unit 11, a storage unit 12, a communication interface 13, an external interface 14, an input device 15, an output device 16, and a drive 17 are electrically connected. In Figure 2, the communication interface and the external interface are referred to as "communication I / F" and "external I / F," respectively.

[0030] The control unit 11 includes a hardware processor such as a CPU (Central Processing Unit), RAM (Random Access Memory), and ROM (Read Only Memory), and is configured to perform information processing based on programs and various data. The CPU is an example of a processor resource. The storage unit 12 is an example of a memory resource and is composed of, for example, a hard disk drive or a solid-state drive. In this embodiment, the storage unit 12 stores various information such as a vehicle control program 120, basic temperature information 121, and basic temperature-weight information 123.

[0031] The vehicle control program 120 is a program that causes the vehicle control device 10 to execute information processing (Figure 9, etc.) described later, which controls the state of the engine 20 (in particular, the operating state or idle state of the first bank 21 and the second bank 23, respectively) and the opening and closing of the flow path switching valve 70. The vehicle control program 120 includes a series of instructions for said information processing.

[0032] The basic temperature information 121 indicates the reference temperature RT that the vehicle control device 10 uses as a reference value (threshold) for determining the temperature VT of the battery 30. For example, the basic temperature information 121 indicates the first reference temperature RT1, which is the reference temperature RT used under normal circumstances, and the second reference temperature RT2 and third reference temperature RT3, which are reference temperature RTs lower than the first reference temperature RT1. Specifically, the second reference temperature RT2 is the reference temperature RT used when "the planned route PR of the vehicle VH includes a high-load section HLS where the driving load DL of the vehicle VH is equal to or greater than a predetermined reference load RDL." The third reference temperature RT3 is the reference temperature RT used when "there is a plan to rapidly charge the battery 30." The above-mentioned "under normal circumstances" refers, for example, to a situation where the planned route PR does not include a high-load section HLS and there is no plan to rapidly charge the battery 30. In this embodiment, when referring to the first reference temperature RT1, the second reference temperature RT2, and the third reference temperature RT3 collectively without distinguishing between them, they are simply referred to as "reference temperature RT".

[0033] The basic temperature-weight information 123 shows the relationship between the reference temperature RT (for example, the first reference temperature RT1, the second reference temperature RT2, and the third reference temperature RT3) and the weight of the vehicle VH. The heavier the vehicle VH, the higher the output of the battery 30, and the easier it is for the battery 30 to heat up due to self-heating. Therefore, the vehicle control device 10 changes the reference temperature RT, which is used to compare with the temperature VT of the battery 30 to determine whether or not the battery 30 needs to be warmed up, to a lower value as the weight of the vehicle VH increases. Figure 3 illustrates the basic temperature-weight information 123 in which the reference temperature RT (first reference temperature RT1 in the illustrated example), used to compare with the temperature VT of the battery 30, is set to a lower value (smaller value) as the weight of the vehicle VH increases. In this embodiment, the basic temperature-weight information 123 also defines the relationship with the weight of the vehicle VH for the second reference temperature RT2 and the third reference temperature RT3, similar to the relationship with the weight of the vehicle VH. Specifically, the base temperature-weight information 123 is set so that the second reference temperature RT2 and the third reference temperature RT3 are both lower values ​​as the vehicle weight VH increases.

[0034] The communication interface 13 is, for example, a wired LAN (Local Area Network) module, a wireless LAN module, etc., and is an interface for wired or wireless communication over a network. The communication interface 13 may also be an interface for communication over CAN or other in-vehicle LANs. The vehicle control device 10 may use this communication interface 13 to perform data communication over a network with other information processing devices. The external interface 14 is, for example, a USB (Universal Serial Bus) port, a dedicated port, etc., and is an interface for connecting to external devices. The type and number of external interfaces 14 may be appropriately selected depending on the type and number of external devices to be connected. The vehicle control device 10 is connected to, for example, the engine 20, the first INV 41, various sensors 61, the higher-level ECU 63, the navigation system 65, the flow path switching valve 70, and the second INV 91, etc., via at least one of the communication interface 13 and the external interface 14.

[0035] The input device 15 is a device for inputting data, such as a mouse or keyboard. The output device 16 is a device for outputting data, such as a display or speaker. Users or other operators can operate the vehicle control device 10 by using the input device 15 and the output device 16.

[0036] Drive 17 is, for example, a CD drive, DVD drive, etc., and is a drive device for reading various information such as programs stored in the storage medium 91. The storage medium 91 is a medium that stores information such as programs by electrical, magnetic, optical, mechanical, or chemical means so that computers and other devices, machines, etc., can read the stored information such as programs. At least one of the various types of information, such as the vehicle control program 120, basic temperature information 121, and basic temperature-weight information 123, may be stored in the storage medium 91. The vehicle control device 10 may obtain at least one of the various types of information, such as the vehicle control program 120, basic temperature information 121, and basic temperature-weight information 123, from this storage medium 91. In Figure 2, a disk-type storage medium such as a CD or DVD is shown as an example of the storage medium 91. However, the type of storage medium 91 is not limited to disk type and may be other types. Examples of storage media other than disk type include semiconductor memory such as flash memory. The type of drive 17 may be arbitrarily selected according to the type of storage medium 91.

[0037] Regarding the specific hardware configuration of the vehicle control device 10, components can be omitted, replaced, and added as appropriate depending on the embodiment. For example, the processor resources may include multiple hardware processors. The hardware processors may consist of a microprocessor, FPGA (field-programmable gate array), DSP (digital signal processor), etc. The storage unit 12 may consist of RAM and ROM included in the control unit 11. At least one of the communication interface 13, external interface 14, input device 15, output device 16, and drive 17 may be omitted. The vehicle control device 10 may consist of multiple computers. In this case, the hardware configuration of each computer may or may not be the same. Furthermore, the vehicle control device 10 may be an information processing device designed specifically for the services provided, as well as a general-purpose server device, PC (Personal Computer), etc.

[0038] [Software Configuration] Figure 4 schematically illustrates an example of the software configuration of the vehicle control device 10 according to this embodiment. The control unit 11 of the vehicle control device 10 loads the vehicle control program 120 stored in the memory unit 12 into the RAM. The control unit 11 then uses the CPU to interpret and execute the instructions contained in the vehicle control program 120 loaded into the RAM, thereby controlling each component. As a result, as shown in Figure 4, the vehicle control device 10 according to this embodiment operates as a computer equipped with a battery temperature acquisition unit 111, a request output determination unit 113, a battery temperature determination unit 130, a battery warm-up control unit 140, and a reference temperature adjustment unit 150 as software modules. In other words, in this embodiment, each software module of the vehicle control device 10 is implemented by the control unit 11 (CPU).

[0039] The battery temperature acquisition unit 111 acquires battery temperature information IVT, which indicates the temperature VT of the battery 30. In this configuration, the temperature sensor 611 acquires a signal from the temperature sensor 611 indicating the temperature of the battery 30 as detected by the temperature sensor 611, which is used as battery temperature information IVT.

[0040] The requested output determination unit 113 determines whether the value of the requested output RO for the engine 20 is less than or equal to half of the maximum output (maximum output MO) that the engine 20 can achieve. The maximum output MO is, for example, a predetermined value. In this embodiment, the requested output determination unit 113 first receives (acquires) a signal from the higher-level ECU 63 indicating the value of the requested output RO. The requested output determination unit 113 performs the above determination by comparing the value of the requested output RO indicated by the acquired signal with the maximum output MO.

[0041] The battery temperature determination unit 130 determines whether the temperature VT of the battery 30, indicated by the battery temperature information IVT, is below the reference temperature RT. In this embodiment, the battery temperature determination unit 130 performs the above determination by comparing the temperature VT of the battery 30, indicated by the battery temperature information IVT acquired by the battery temperature acquisition unit 111, with the reference temperature RT (any of the first reference temperature RT1, the second reference temperature RT2, and the third reference temperature RT3) notified by the reference temperature adjustment unit 150.

[0042] The battery warm-up control unit 140 controls the warm-up of the battery 30 using at least one of the determinations made by the request output determination unit 113 and the determination made by the battery temperature determination unit 130. In this embodiment, the battery warm-up control unit 140 controls the warm-up of the battery 30 by controlling the state of the engine 20 and the opening and closing of the flow path switching valve 70 in response to the determinations made by the request output determination unit 113 and the determinations made by the battery temperature determination unit 130. Specifically, if the request output determination unit 113 determines that "the value of the request output RO is less than or equal to half of the maximum output MO", the battery warm-up control unit 140 performs partial cylinder operation. Conversely, if the request output determination unit 113 determines that "the value of the request output RO is greater than half of the maximum output MO", the battery warm-up control unit 140 performs full cylinder operation. The battery warm-up control unit 140 controls the warm-up of the battery 30 by operating only one of the first bank 21 and second bank 23 of the engine 20, according to the result of the determination by the battery temperature determination unit 130, when performing partial cylinder operation. In addition, the battery warm-up control unit 140 controls the warm-up of the battery 30 by controlling the opening and closing of the flow path switching valve 70 according to the result of the determination by the battery temperature determination unit 130 when performing full cylinder operation. In the example shown in Figure 4, the battery warm-up control unit 140 includes an engine control unit 141 that controls the state of the engine 20 (in particular, the operating state or idle state of the first bank 21 and the second bank 23, respectively), and a switching valve control unit 143 that controls the opening and closing of the flow path switching valve 70.

[0043] If the requested output determination unit 113 determines that "the value of the requested output RO is less than or equal to half of the maximum output MO", the engine control unit 141 performs partial cylinder operation, setting one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 to an operating state and the other to a deactivated state. If the requested output determination unit 113 determines that "the value of the requested output RO is greater than half of the maximum output MO", the engine control unit 141 performs full cylinder operation, setting one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 to an operating state. In other words, if the value of the requested output RO is greater than half of the maximum output MO, the engine control unit 141 sets both the first bank 21 and the second bank 23 to an operating state, as illustrated in Figure 5(C). Figure 5(C) illustrates the states of the first bank 21 and the second bank 23 when the engine requested output is high (specifically, the value of the requested output RO is greater than half of the maximum output MO). In the example shown in Figure 5(C), both one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 are shaded, indicating that both the first bank 21 and the second bank 23 are in operation. Through this control, when the value of the requested output RO is high (for example, during high-load operation when the driving load DL of the vehicle VH is high), the vehicle control device 10 can operate both the first bank 21 and the second bank 23, thereby enabling the vehicle VH to run with driving performance that can fulfill the driver's request. The engine control unit 141 may also perform the above-mentioned state control of the engine 20 (state control of the first bank 21 and the second bank 23, respectively) so as to realize the value of the requested output RO for the engine 20 determined by the higher-level ECU 63. In addition, although Figure 5 shows an example in which the vehicle VH does not include a bypass passage 57 as an exhaust passage, as described above, in this embodiment, the upstream end of the transverse portion 513 may be connected to the bypass passage 57 via the flow path switching valve 70.

[0044] When performing partial cylinder operation, the engine control unit 141 sets either the first bank 21 or the second bank 23 to an operating state according to the result of the determination by the battery temperature determination unit 130. Specifically, if the battery temperature determination unit 130 determines that "the temperature VT of the battery 30 is below the reference temperature RT", the engine control unit 141 sets one or more cylinders of the first bank 21 to an operating state, while setting one or more cylinders of the second bank 23 to a deactivated state. If the battery temperature determination unit 130 determines that "the temperature VT of the battery 30 is higher than the reference temperature RT", the engine control unit 141 sets one or more cylinders of the first bank 21 to a deactivated state, while setting one or more cylinders of the second bank 23 to an operating state.

[0045] As described above, the first bank 21 is connected to the first flow path 51, which includes a "transverse portion 513 that crosses the front side of the battery 30 in the longitudinal direction of the vehicle VH, in the vehicle width direction of the vehicle VH." In contrast, the second bank 23 is connected to the second flow path 53, which does not include the transverse portion 513. Therefore, when the temperature VT of the battery 30 is below the reference temperature RT, the engine control unit 141 can properly warm up the battery 30 with exhaust heat by setting the first bank 21 to an operating state and the second bank 23 to a deactivated state, as illustrated in Figure 5(A). Figure 5(A) shows an example in which one or more cylinders of the shaded first bank 21 are in an operating state, while one or more cylinders of the unshaded second bank 23 are in a deactivated state. In particular, when the battery temperature VT of the battery 30 is below the reference temperature RT, the engine control unit 141 can increase the load on the first bank 21 compared to when all cylinders are running, by operating only the first bank 21, thereby increasing the temperature of the exhaust gas flowing through the first passage 51. Therefore, by operating only the first bank 21 when the battery temperature VT of the battery 30 is below the reference temperature RT, the engine control unit 141 can efficiently warm up the battery 30 with exhaust gas at a higher temperature compared to when all cylinders are running. Furthermore, by appropriately performing the partial cylinder operation described above, the engine control unit 141 can improve the fuel efficiency of the vehicle VH compared to, for example, when all cylinders are always running.

[0046] Furthermore, the engine control unit 141 prevents the battery 30 from being warmed up (heated up) more than necessary by switching the bank to be operated according to the temperature VT of the battery 30, and can maintain the temperature VT of the battery 30 within a desired range. That is, if the temperature VT of the battery 30 is higher than the reference temperature RT, the engine control unit 141 can prevent the battery 30 from being warmed up more than necessary by putting the first bank 21 into a idle state and the second bank 23 into an operating state, as illustrated in Figure 5(B). Figure 5(B) shows an example in which one or more cylinders of the first bank 21 (not shaded) are in a idle state, while one or more cylinders of the second bank 23 (shaded) are in an operating state. For example, if the temperature VT of the battery 30 is low (below the reference temperature RT), the engine control unit 141 puts the first bank 21 into an operating state in partial cylinder operation and efficiently warms up the battery 30 with the exhaust gas from the first bank 21 (Figure 5(A)). When the battery 30 has finished warming up due to the warm-up process (for example, when the temperature VT is higher than the reference temperature RT), the engine control unit 141 puts the first bank 21 into a deactivation state and the second bank 23 into an operating state in partial cylinder operation (Figure 5(B)).

[0047] The switching valve control unit 143 controls the warming up of the battery 30 by controlling the opening and closing of the flow path switching valve 70 when the upstream end of the transverse section 513 is connected to the bypass flow path 57 via the flow path switching valve 70. In particular, when the engine control unit 141 is performing all-cylinder operation, the switching valve control unit 143 controls the opening and closing of the flow path switching valve 70 according to the result of the determination by the battery temperature determination unit 130. Specifically, when the battery temperature determination unit 130 determines that "the temperature VT of the battery 30 is below the reference temperature RT", the switching valve control unit 143 closes the flow path switching valve 70, allowing exhaust gas from one or more cylinders of the first bank 21 to flow only through the transverse section 513 and not through the bypass flow path 57. Figure 6(A) shows an example where the flow path switching valve 70 is closed by the switching valve control unit 143, causing exhaust gas from the first bank 21 to flow to the transverse section 513 instead of the bypass flow path 57, and the battery 30 is warmed up by the exhaust heat of the exhaust gas flowing through the transverse section 513. Furthermore, when the battery temperature determination unit 130 determines that "the temperature VT of the battery 30 is higher than the reference temperature RT", the switching valve control unit 143 opens the flow path switching valve 70, causing exhaust gas from one or more cylinders of the first bank 21 to flow only to the bypass flow path 57 instead of the transverse section 513. Figure 6(B) shows an example where the flow path switching valve 70 is opened by the switching valve control unit 143, causing exhaust gas from the first bank 21 to flow to the bypass flow path 57 instead of the transverse section 513. For example, if the temperature VT of the battery 30 is low (below the reference temperature RT), the switching valve control unit 143 closes the flow path switching valve 70 and directs the exhaust gas to the transverse section 513, warming up the battery 30 with the exhaust gas (Figure 6(A)). Once the battery 30 has finished warming up (for example, when the temperature VT is higher than the reference temperature RT), the switching valve control unit 143 opens the flow path switching valve 70 and directs the exhaust gas to the bypass flow path 57 instead of the transverse section 513 (Figure 6(B)).

[0048] In other words, when all-cylinder operation is performed, the vehicle control device 10 controls the opening and closing of the flow path switching valve 70 according to the temperature VT of the battery 30, thereby appropriately and efficiently warming up the battery 30 and preventing it from warming up more than necessary. Therefore, the vehicle control device 10 can achieve warming up the battery 30, protecting the battery 30 from excessive overheating, and ensuring the driving performance of the vehicle VH by performing all-cylinder operation. For example, even if the thermal environment under the vehicle floor is not good due to the vehicle space (mounting space) of the vehicle VH, the vehicle control device 10 can achieve both warming up the battery 30, protecting the battery 30, and ensuring the driving performance of the vehicle VH.

[0049] The reference temperature adjustment unit 150 determines the reference temperature RT to be used by the battery temperature determination unit 130 for the above-mentioned determination (comparison) of the battery temperature VT, according to the state of the vehicle VH, and notifies the battery temperature determination unit 130 of the determined reference temperature RT. In this embodiment, the reference temperature adjustment unit 150 first obtains basic temperature information 121 by referring to the storage unit 12. The reference temperature adjustment unit 150 determines one of the first reference temperature RT1, second reference temperature RT2, and third reference temperature RT3 indicated by the obtained basic temperature information 121 as the reference temperature RT to be used by the battery temperature determination unit 130, according to the state of the vehicle VH, etc. The reference temperature adjustment unit 150 may further adjust one of the first reference temperature RT1, second reference temperature RT2, and third reference temperature RT3, which has been determined as the reference temperature RT, according to the weight of the vehicle VH. For example, the reference temperature adjustment unit 150 obtains basic temperature-weight information 123 by referring to the memory unit 12, and further adjusts the reference temperature RT (one of the first reference temperature RT1, second reference temperature RT2, and third reference temperature RT3) determined according to the state of the vehicle VH, etc., using the obtained basic temperature-weight information 123 and the weight of the vehicle VH. In the example shown in Figure 4, the reference temperature adjustment unit 150 includes a weight estimation unit 151, a driving load determination unit 153, and a charging schedule determination unit 155.

[0050] The weight estimation unit 151 estimates the weight (vehicle weight) of the vehicle VH. In this embodiment, the weight estimation unit 151 first obtains the driving force of the vehicle VH (for example, the sum of the driving forces of the engine 20, the first MG40, and the second MG90) from the higher-level ECU 63, etc., and also obtains the acceleration of the vehicle VH from the acceleration sensor 612, etc. The weight estimation unit 151 may estimate the weight of the vehicle VH from the obtained driving force and acceleration of the vehicle VH. However, it is not essential for the weight estimation unit 151 to estimate the weight of the vehicle VH from the driving force and acceleration of the vehicle VH. For example, the weight estimation unit 151 may estimate the weight of the vehicle VH using the detection results detected by a sensor capable of detecting the weight of the vehicle VH, and the method of estimating the weight of the vehicle VH is not particularly limited.

[0051] The driving load determination unit 153 determines whether the planned driving route PR of vehicle VH includes a high-load section HLS where the driving load DL of vehicle VH is equal to or greater than a predetermined standard load RDL. In this embodiment, the driving load determination unit 153 first acquires map information, including the planned driving route PR of vehicle VH, from the navigation system 65. The driving load determination unit 153 determines whether the planned driving route PR shown by the acquired map information includes a high-load section HLS. If the driving load determination unit 153 determines that the planned driving route PR includes a high-load section HLS, it turns on a high-load prediction flag, for example.

[0052] The charging schedule determination unit 155 uses the vehicle VH's planned driving route PR to determine whether there is a plan to rapidly charge the battery 30. For example, it uses the planned driving route PR to determine whether there is a plan to rapidly charge the battery 30 within a predetermined time. In this embodiment, the charging schedule determination unit 155 first acquires map information, etc., from the navigation system 65. For example, if a charging facility capable of rapidly charging the battery 30 is set as the destination in the planned driving route PR indicated by the acquired map information, the charging schedule determination unit 155 determines that there is a plan to rapidly charge the battery 30. The charging schedule determination unit 155 may also, for example, determine the charge rate of the battery 30 from the SOC sensor and use the determined charge rate of the battery 30 and the planned driving route PR to determine whether there is a plan to rapidly charge the battery 30. For example, the charging schedule determination unit 155 determines that there is a plan to rapidly charge the battery 30 if the charge level of the battery 30 has fallen below a predetermined value and there is a charging facility capable of rapidly charging the battery 30 along the planned driving route PR. When the charging schedule determination unit 155 determines that there is a plan to rapidly charge the battery 30, it turns on the rapid charging flag, for example.

[0053] The reference temperature adjustment unit 150 uses the determination result of the driving load determination unit 153 to determine the reference temperature RT used by the battery temperature determination unit 130 to be either the first reference temperature RT1 indicated by the basic temperature information 121, or a second reference temperature RT2 that is lower than the first reference temperature RT1. Specifically, if the driving load determination unit 153 determines that "the planned driving route PR includes a high-load section HLS" (i.e., the high-load prediction flag is on), the reference temperature adjustment unit 150 determines the reference temperature RT to be the second reference temperature RT2. On the other hand, if the driving load determination unit 153 determines that "the planned driving route PR does not include a high-load section HLS" (i.e., the high-load prediction flag is off), the reference temperature adjustment unit 150 determines the reference temperature RT to be the first reference temperature RT1. In other words, the vehicle control device 10 changes the reference temperature RT used for comparison with the battery temperature VT depending on whether or not the planned driving route PR includes a high-load section HLS. The reference temperature RT (second reference temperature RT2) used when it is determined that the planned route PR includes a high-load section HLS is lower than the reference temperature RT (first reference temperature RT1) used when it is determined that the planned route PR does not include a high-load section HLS.

[0054] When the planned route PR includes a high-load section HLS, the output of the battery 30 increases compared to when the planned route PR does not include a high-load section HLS, and the battery 30 is more prone to overheating due to self-heating. Therefore, when the planned route PR includes a high-load section HLS, the vehicle control device 10 changes the reference temperature RT used to determine whether or not the battery 30 needs to be warmed up to a lower value than the reference temperature RT used when the planned route PR does not include a high-load section HLS. Specifically, the vehicle control device 10 uses the second reference temperature RT2 as the reference temperature RT when the planned route PR includes a high-load section HLS, and uses the first reference temperature RT1 as the reference temperature RT when the planned route PR does not include a high-load section HLS. Through this control, the vehicle control device 10 can adopt an appropriate reference temperature RT depending on whether or not the planned route PR includes a high-load section HLS, and by using the adopted reference temperature RT, it can determine with high accuracy whether or not the battery 30 needs to be warmed up. For example, the vehicle control device 10 can avoid situations such as incorrectly determining whether or not the battery 30 needs to be warmed up, causing the battery 30 to overheat and exceeding the upper temperature limit.

[0055] The reference temperature adjustment unit 150 uses the determination result of the charging schedule determination unit 155 to determine the reference temperature RT used by the battery temperature determination unit 130 to be either the first reference temperature RT1 indicated by the basic temperature information 121, or a third reference temperature RT3 that is lower than the first reference temperature RT1. Specifically, if the charging schedule determination unit 155 determines that "there is a plan to rapidly charge the battery 30 (for example, within a predetermined time)" (i.e., the rapid charging flag is on), the reference temperature adjustment unit 150 determines the reference temperature RT to be the third reference temperature RT3. On the other hand, if the charging schedule determination unit 155 determines that "there is no plan to rapidly charge the battery 30" (i.e., the rapid charging flag is off), the reference temperature adjustment unit 150 determines the reference temperature RT to be the first reference temperature RT1. In other words, the vehicle control device 10 changes the reference temperature RT used for comparison with the battery temperature VT depending on whether or not there is a plan to rapidly charge the battery 30. The reference temperature RT (third reference temperature RT3) used when it is determined that there is a plan to rapidly charge the battery 30 is lower than the reference temperature RT (first reference temperature RT1) used when it is determined that there is no plan to rapidly charge the battery 30.

[0056] If the battery 30 is to be rapidly charged, the temperature VT of the battery 30 will rise due to the rapid charging. Therefore, the vehicle control device 10 adjusts the temperature VT of the battery 30 to a predetermined range in advance (for example, lowers it to a predetermined range). In other words, if the battery 30 is to be rapidly charged, the vehicle control device 10 changes the reference temperature RT used to determine whether or not the battery 30 needs to be warmed up to a lower value than the reference temperature RT used when the battery 30 is not to be rapidly charged. Specifically, the vehicle control device 10 uses the third reference temperature RT3 as the reference temperature RT when the battery 30 is to be rapidly charged, and uses the first reference temperature RT1 as the reference temperature RT when the battery 30 is not to be rapidly charged. This allows the vehicle control device 10 to maximize the rapid charging performance of the battery 30 during rapid charging. For example, the vehicle control device 10 avoids situations where the temperature VT of the battery 30 rises too high, preventing rapid charging of the battery 30, and maximizes the rapid charging performance to enable rapid charging of the battery 30.

[0057] The reference temperature adjustment unit 150 may adjust the reference temperature RT used by the battery temperature determination unit 130 (for example, any of the first reference temperature RT1, the second reference temperature RT2, and the third reference temperature RT3) using the estimation results of the weight estimation unit 151. Specifically, the reference temperature adjustment unit 150 may adjust any of the first reference temperature RT1, the second reference temperature RT2, and the third reference temperature RT3 using the basic temperature-weight information 123 and the weight of the vehicle VH estimated by the weight estimation unit 151. In other words, the vehicle control device 10 may estimate the weight of the vehicle VH and change the reference temperature RT used for comparison with the temperature VT of the battery 30 according to the estimated weight of the vehicle VH. The reference temperature RT is changed to a lower value as the estimated weight of the vehicle VH increases.

[0058] As described above, the greater the weight of the vehicle VH, the higher the output of the battery 30, and the more easily the battery 30 heats up due to self-heating. Therefore, the vehicle control device 10 changes the reference temperature RT (for example, one of the first reference temperature RT1, the second reference temperature RT2, and the third reference temperature RT3) used to determine whether or not the battery 30 needs to be warmed up to a lower value as the weight of the vehicle VH increases. By using the reference temperature RT, which is changed to a lower value as the weight of the vehicle VH increases, in comparison with the temperature VT of the battery 30, the vehicle control device 10 can determine whether or not the battery 30 needs to be warmed up appropriately and with high accuracy. For example, the vehicle control device 10 can avoid situations such as incorrectly determining whether or not the battery 30 needs to be warmed up, causing the battery 30 to overheat and the temperature VT of the battery 30 to exceed the upper limit temperature.

[0059] Figure 7 shows an overview of an example of the engine 20 state control processing performed by the vehicle control device 10. When the requested output RO for the engine 20 is high, in this embodiment, if the value of the requested output RO for the engine 20 is greater than half of the maximum output MO, the vehicle control device 10 performs full-cylinder operation, setting both the first bank 21 and the second bank 23 to the operating state. When the requested output RO for the engine 20 is low, in this embodiment, if the value of the requested output RO for the engine 20 is half or less of the maximum output MO, the vehicle control device 10 performs partial-cylinder operation, setting only one of the first bank 21 and the second bank 23 to the operating state and the other to the idle state. When performing partial-cylinder operation, the vehicle control device 10 controls the state of each bank of the engine 20 using different reference temperatures RT depending on whether it is normal operation, when a high-load section HLS is predicted, or when rapid charging is predicted.

[0060] Under normal conditions (in this embodiment, when the planned route PR does not include a high-load section HLS and there is no plan to rapidly charge the battery 30), the vehicle control device 10 compares the first reference temperature RT1 with the battery temperature VT (battery temperature in Figure 7). If the vehicle control device 10 determines that the battery temperature VT is less than or equal to the first reference temperature RT1, it puts the first bank 21 into operation mode while putting the second bank 23 into standby mode. If the vehicle control device 10 determines that the battery temperature VT is higher than the first reference temperature RT1, it puts the first bank 21 into standby mode while putting the second bank 23 into operation mode.

[0061] If the vehicle control device 10 predicts the presence of a high-load section (HLS), that is, if it determines that the planned route PR includes a high-load section (HLS), the vehicle control device 10 compares the second reference temperature RT2 with the battery temperature VT of the battery 30. If the vehicle control device 10 determines that the battery temperature VT of the battery 30 is less than or equal to the second reference temperature RT2, it sets the first bank 21 to the operating state and the second bank 23 to the idle state. If the vehicle control device 10 determines that the battery temperature VT of the battery 30 is higher than the second reference temperature RT2, it sets the first bank 21 to the idle state and the second bank 23 to the operating state.

[0062] If rapid charging is anticipated, that is, if it is determined that rapid charging of the battery 30 is planned, the vehicle control device 10 compares the third reference temperature RT3 with the temperature VT of the battery 30. If the vehicle control device 10 determines that the temperature VT of the battery 30 is less than or equal to the third reference temperature RT3, it puts the first bank 21 into operation mode while putting the second bank 23 into standby mode. If the vehicle control device 10 determines that the temperature VT of the battery 30 is higher than the third reference temperature RT3, it puts the first bank 21 into standby mode while putting the second bank 23 into operation mode. Note that Figure 7 shows an example where the second reference temperature RT2 is higher than the third reference temperature RT3, but the second reference temperature RT2 may be less than or equal to the third reference temperature RT3. The second reference temperature RT2 and the third reference temperature RT3 should each be lower than the first reference temperature RT1.

[0063] Figure 8 shows an overview of an example of the opening and closing control process of the flow path switching valve 70 performed by the vehicle control device 10 in conjunction with all-cylinder operation. When performing all-cylinder operation, the vehicle control device 10 controls the opening and closing of the flow path switching valve 70 using different reference temperatures RT depending on whether it is normal operation, when a high-load section (HLS) is predicted, or when rapid charging is predicted. "Normal operation," "When a high-load section (HLS) is predicted," and "When rapid charging is predicted" in Figure 8 are the same as "Normal operation," "When a high-load section (HLS) is predicted," and "When rapid charging is predicted," respectively, in Figure 7.

[0064] Under normal conditions, the vehicle control device 10 compares the first reference temperature RT1 with the battery temperature VT (battery temperature in Figure 8). If the vehicle control device 10 determines that the battery temperature VT is less than or equal to the first reference temperature RT1, it closes the flow path switching valve 70, allowing the exhaust gas to flow only through the transverse section 513 and not through the bypass flow path 57. If the vehicle control device 10 determines that the battery temperature VT is higher than the first reference temperature RT1, it opens the flow path switching valve 70, allowing the exhaust gas to flow only through the bypass flow path 57 and not through the transverse section 513.

[0065] If a high-load section (HLS) is predicted, the vehicle control device 10 compares the second reference temperature RT2 with the battery temperature VT. If the vehicle control device 10 determines that the battery temperature VT is less than or equal to the second reference temperature RT2, it closes the flow path switching valve 70, allowing the exhaust gas to flow only through the transverse section 513 and not through the bypass flow path 57. If the vehicle control device 10 determines that the battery temperature VT is higher than the second reference temperature RT2, it opens the flow path switching valve 70, allowing the exhaust gas to flow only through the bypass flow path 57 and not through the transverse section 513.

[0066] If rapid charging is anticipated, the vehicle control device 10 compares the third reference temperature RT3 with the battery temperature VT. If the vehicle control device 10 determines that the battery temperature VT is less than or equal to the third reference temperature RT3, it closes the flow path switching valve 70, allowing the exhaust gas to flow only through the transverse section 513 and not through the bypass flow path 57. If the vehicle control device 10 determines that the battery temperature VT is higher than the third reference temperature RT3, it opens the flow path switching valve 70, allowing the exhaust gas to flow only through the bypass flow path 57 and not through the transverse section 513. As described above, the second reference temperature RT2 may be less than or equal to the third reference temperature RT3.

[0067] §3 Example of Operation Figure 9 is a flowchart showing an example of the processing procedure of the vehicle control device 10 according to this embodiment. The processing procedure described below is an example of the processing procedure of the vehicle control method CM that "controls the state of the engine 20 (in particular, the state of one or more cylinders in each of the first bank 21 and the second bank 23)". However, the processing procedure described below is merely an example, and each step may be modified as much as possible. Furthermore, steps in the processing procedure described below can be omitted, replaced, and added as appropriate, depending on the embodiment.

[0068] (Step S110) In step S110, the control unit 11 determines whether the engine 20 is in operation. As described above, in this embodiment, the vehicle control device 10 (particularly the control unit 11) controls the state of the engine 20 (operating state or idle state), so the control unit 11 may determine whether the engine 20 is in operation according to the content of the engine 20 state control it is performing. Alternatively, the control unit 11 may obtain information from a higher-level ECU 63 or the like indicating whether the engine 20 is in operation, and determine whether the engine 20 is in operation based on such information. For example, the control unit 11 may receive a signal from the higher-level ECU 63 indicating the value of the request output RO for the engine 20, and if the value of the request output RO indicated by such signal is greater than "0 (zero)", it may determine that the engine 20 is in operation. If it determines that the engine 20 is not in operation (No in step S110), the control unit 11 terminates the process. If it determines that the engine 20 is in operation (Yes in step S110), the control unit 11 proceeds to step S120.

[0069] (Step S120) In step S120, the control unit 11 operates as a requested output determination unit 113 and determines whether the value of the requested output RO for the engine 20 is less than or equal to half of the maximum output (maximum output MO) that the engine 20 can achieve. If it is determined that the value of the requested output RO is less than or equal to half of the maximum output MO (Yes in step S120), the control unit 11 proceeds to step S130. If it is determined that the value of the requested output RO is greater than half of the maximum output MO (No in step S120), the control unit 11 proceeds to step S180.

[0070] (Step S130) In step S130, the control unit 11 operates as a battery temperature acquisition unit 111 and acquires battery temperature information IVT, which indicates the temperature VT of the battery 30. For example, the control unit 11 acquires a signal from the temperature sensor 611, which indicates the temperature of the battery 30 detected by the temperature sensor 611, as battery temperature information IVT.

[0071] (Step S140) In step S140, the control unit 11 operates as a battery temperature determination unit 130 and determines whether the temperature VT of the battery 30, indicated by the battery temperature information IVT acquired in step S130, is below the reference temperature RT. If it is determined that the temperature VT of the battery 30 is below the reference temperature RT (Yes in step S140), the control unit 11 proceeds to step S150. If it is determined that the temperature VT of the battery 30 is higher than the reference temperature RT (No in step S140), the control unit 11 proceeds to step S170.

[0072] (Step S150) In step S150, the control unit 11 operates as a battery warm-up control unit 140 (particularly the engine control unit 141), putting one or more cylinders of the first bank 21 into an operating state while putting one or more cylinders of the second bank 23 into a deactivated state. In other words, the control unit 11 warms up the battery 30 with exhaust gas passing through the cross section 513 of the first flow path 51 connected to the first bank 21.

[0073] (Step S160) In step S160, the control unit 11 operates as a battery temperature determination unit 130 and determines whether the temperature VT of the battery 30 after the execution of step S150 is higher than the reference temperature RT. In other words, the control unit 11 determines whether the temperature VT of the battery 30, which was warmed up in step S150 by the exhaust gas passing through the cross section 513, is higher than the reference temperature RT, that is, whether the battery 30 has been sufficiently warmed up. If it is determined that the temperature VT of the battery 30 is less than or equal to the reference temperature RT (No in step S160), the control unit 11 returns to step S150 and repeats the process of step S150 until it is determined that the temperature VT of the battery 30 is higher than the reference temperature RT. If it is determined that the temperature VT of the battery 30 is higher than the reference temperature RT (Yes in step S160), the control unit 11 proceeds to step S170.

[0074] (Step S170) In step S170, the control unit 11 operates as a battery warm-up control unit 140 (particularly the engine control unit 141), putting one or more cylinders of the first bank 21 into a deactivation state, while putting one or more cylinders of the second bank 23 into an operating state.

[0075] (Step S180) In step S180, the control unit 11 operates as a battery warm-up control unit 140 (specifically, an engine control unit 141) and performs full-cylinder operation, putting both one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 into an operating state.

[0076] If the upstream end of the transverse portion 513 is connected to the bypass flow path 57 via the flow path switching valve 70, the control unit 11 may perform the opening and closing control process of the flow path switching valve 70 as illustrated in Figure 10 when executing the all-cylinder operation in step S180. The processing procedure described using Figure 10 is an example of an opening and closing control process that controls the opening and closing of the flow path switching valve 70 according to the temperature VT of the battery 30 when executing the all-cylinder operation. However, the processing procedure described below is merely an example, and each step may be modified as much as possible. Furthermore, steps in the processing procedure described below can be omitted, replaced, and added as appropriate, depending on the embodiment.

[0077] (Step S210) In step S210, the control unit 11 operates as a battery warm-up control unit 140 (specifically, an engine control unit 141) and performs full-cylinder operation, putting both one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 into an operating state.

[0078] (Step S220) In step S220, the control unit 11 operates as a battery temperature acquisition unit 111 and acquires battery temperature information IVT, which indicates the temperature VT of the battery 30. For example, the control unit 11 acquires a signal from the temperature sensor 611, which indicates the temperature of the battery 30 detected by the temperature sensor 611, as battery temperature information IVT.

[0079] (Step S230) In step S230, the control unit 11 operates as a battery temperature determination unit 130 and determines whether the temperature VT of the battery 30, indicated by the battery temperature information IVT acquired in step S220, is below the reference temperature RT. If it is determined that the temperature VT of the battery 30 is below the reference temperature RT (Yes in step S230), the control unit 11 proceeds to step S240. If it is determined that the temperature VT of the battery 30 is higher than the reference temperature RT (No in step S230), the control unit 11 proceeds to step S260.

[0080] (Step S240) In step S240, the control unit 11 operates as a battery warm-up control unit 140 (specifically, a switching valve control unit 143), closing the flow path switching valve 70 and directing exhaust gas from one or more cylinders of the first bank 21 only to the transverse section 513 and not to the bypass flow path 57. In other words, the control unit 11 warms up the battery 30 with the exhaust gas passing through the transverse section 513 of the first flow path 51.

[0081] (Step S250) In step S250, the control unit 11 operates as a battery temperature determination unit 130 and determines whether the temperature VT of the battery 30 after the execution of step S240 is higher than the reference temperature RT. In other words, the control unit 11 determines whether the temperature VT of the battery 30, which was warmed up in step S240 by the exhaust gas passing through the cross section 513, is higher than the reference temperature RT, that is, whether the battery 30 has been sufficiently warmed up. If it is determined that the temperature VT of the battery 30 is less than or equal to the reference temperature RT (No in step S250), the control unit 11 returns to step S240 and repeats the process of step S240 until it is determined that the temperature VT of the battery 30 is higher than the reference temperature RT. If it is determined that the temperature VT of the battery 30 is higher than the reference temperature RT (Yes in step S250), the control unit 11 proceeds to step S260.

[0082] (Step S260) In step S260, the control unit 11 operates as a battery warm-up control unit 140 (specifically, a switching valve control unit 143), opening the flow path switching valve 70 to allow exhaust gas from one or more cylinders of the first bank 21 to flow only through the bypass flow path 57 without flowing through the transverse section 513.

[0083] As described above, the vehicle control device 10 may change the reference temperature RT used for comparison with the battery temperature VT depending on the state of the vehicle VH. In this embodiment, the vehicle control device 10 selects (adopts) an appropriate reference temperature RT from among the first reference temperature RT1, the second reference temperature RT2, and the third reference temperature RT3 depending on the state of the vehicle VH. Then, the vehicle control device 10 uses the selected reference temperature RT to perform the above-described determination (comparison) for the battery temperature VT. The processing procedure described below with reference to Figure 11 is an example of a processing procedure for engine 20 state control processing that employs different reference temperature RTs depending on the state of the vehicle VH. However, the processing procedure described below is merely an example, and each step may be changed as much as possible. Furthermore, steps in the processing procedure described below can be omitted, replaced, and added as appropriate, depending on the embodiment.

[0084] (Step S310) Step S310 is the same as step S110, in which the control unit 11 determines whether the engine 20 is in operation. If it determines that the engine 20 is not in operation (No in step S310), the control unit 11 terminates the process. If it determines that the engine 20 is in operation (Yes in step S310), the control unit 11 proceeds to step S320.

[0085] (Step S320) Step S320 is the same as step S120, in which the control unit 11 determines whether the value of the requested output RO for the engine 20 is less than or equal to half of the maximum output MO. If it is determined that the value of the requested output RO is less than or equal to half of the maximum output MO (Yes in step S320), the control unit 11 proceeds to step S330. If it is determined that the value of the requested output RO is greater than half of the maximum output MO (No in step S320), the control unit 11 proceeds to step S395.

[0086] (Step S330) Step S330 is the same as step S130, in which the control unit 11 acquires battery temperature information IVT indicating the temperature VT of the battery 30.

[0087] (Step S340) In step S340, the control unit 11 operates as a battery temperature determination unit 130 and determines whether the temperature VT of the battery 30, indicated by the battery temperature information IVT acquired in step S330, is less than or equal to the first reference temperature RT1. If it is determined that the temperature VT of the battery 30 is less than or equal to the first reference temperature RT1 (Yes in step S340), the control unit 11 proceeds to step S350. If it is determined that the temperature VT of the battery 30 is higher than the first reference temperature RT1 (No in step S340), the control unit 11 proceeds to step S393.

[0088] (Step S350) In step S350, the control unit 11 operates as a reference temperature adjustment unit 150 (particularly a driving load determination unit 153) and determines whether the high load prediction flag is on, that is, whether the planned driving route PR of vehicle VH includes the high load section HLS. If it is determined that the planned driving route PR includes the high load section HLS, that is, if the high load prediction flag is on (Yes in step S350), the control unit 11 proceeds to step S360. If it is determined that the planned driving route PR does not include the high load section HLS, that is, if the high load prediction flag is off (No in step S350), the control unit 11 proceeds to step S391.

[0089] (Step S360) In step S360, the control unit 11 operates as a battery temperature determination unit 130 and determines whether the temperature VT of the battery 30, indicated by the battery temperature information IVT acquired in step S330, is less than or equal to the second reference temperature RT2. In other words, the control unit 11 determines whether the planned route PR of the vehicle VH includes a high-load section HLS (step S350), and changes the reference temperature RT used for comparison with the temperature VT of the battery 30 depending on whether or not the planned route PR includes a high-load section HLS. The reference temperature RT used when it is determined that the planned route PR includes a high-load section HLS (second reference temperature RT2) is lower than the reference temperature RT used when it is determined that the planned route PR does not include a high-load section HLS (first reference temperature RT1). If it is determined that the temperature VT of the battery 30 is less than or equal to the second reference temperature RT2 (Yes in step S360), the control unit 11 proceeds to step S370. If the control unit 11 determines that the temperature VT of the battery 30 is higher than the second reference temperature RT2 (No in step S360), it proceeds to step S393.

[0090] (Step S370) In step S370, the control unit 11 operates as a reference temperature adjustment unit 150 (in particular, a charging schedule determination unit 155) and determines whether the rapid charging flag is on, that is, whether there is a plan to rapidly charge the battery 30 (for example, within a predetermined time). The control unit 11 uses the vehicle VH's planned travel route PR to determine whether there is a plan to rapidly charge the battery 30. If it is determined that there is a plan to rapidly charge the battery 30, that is, if the rapid charging flag is on (Yes in step S370), the control unit 11 proceeds to step S380. If it is determined that there is no plan to rapidly charge the battery 30, that is, if the rapid charging flag is off (No in step S370), the control unit 11 proceeds to step S391.

[0091] (Step S380) In step S380, the control unit 11 operates as a battery temperature determination unit 130 and determines whether the temperature VT of the battery 30, indicated by the battery temperature information IVT acquired in step S330, is less than or equal to the third reference temperature RT3. In other words, the control unit 11 uses the planned driving route PR of the vehicle VH to determine whether there is a plan to rapidly charge the battery 30 (step S370), and changes the reference temperature RT used for comparison with the temperature VT of the battery 30 depending on whether or not there is a plan to rapidly charge the battery 30. The reference temperature RT used when it is determined that there is a plan to rapidly charge the battery 30 (third reference temperature RT3) is lower than the reference temperature RT used when it is determined that there is no plan to rapidly charge the battery 30 (first reference temperature RT1). If it is determined that the temperature VT of the battery 30 is less than or equal to the third reference temperature RT3 (Yes in step S380), the control unit 11 proceeds to step S391. If the control unit 11 determines that the temperature VT of the battery 30 is higher than the third reference temperature RT3 (No in step S380), it proceeds to step S393.

[0092] (Step S391) In step S391, the control unit 11 operates as a battery warm-up control unit 140 (particularly the engine control unit 141), putting one or more cylinders of the first bank 21 into an operating state while putting one or more cylinders of the second bank 23 into a deactivated state. In other words, the control unit 11 warms up the battery 30 with exhaust gas passing through the cross section 513 of the first flow path 51 connected to the first bank 21.

[0093] (Step S392) In step S392, the control unit 11 operates as a battery warm-up control unit 140 (particularly the engine control unit 141), putting one or more cylinders of the first bank 21 into a deactivation state, while putting one or more cylinders of the second bank 23 into an operating state.

[0094] (Step S393) In step S393, the control unit 11 operates as a battery warm-up control unit 140 (in particular, an engine control unit 141) and performs full-cylinder operation, putting both one or more cylinders of the first bank 21 and one or more cylinders of the second bank 23 into an operating state.

[0095] As described above, the control unit 11 may estimate the weight (vehicle weight) of the vehicle VH and adjust the reference temperature RT (for example, the first reference temperature RT1, the second reference temperature RT2, and the third reference temperature RT3) according to the estimated weight of the vehicle VH. In other words, the control unit 11 may change the reference temperature RT used for comparison with the temperature VT of the battery 30 according to the estimated weight of the vehicle VH. The reference temperature RT is changed to a lower value as the estimated weight of the vehicle VH increases.

[0096] [Features] As described above, the vehicle control device 10 according to this embodiment is a vehicle control device that controls a vehicle VH (hybrid vehicle). The vehicle VH comprises an engine 20, a battery 30, and an MG (electric motor) that operates on power supplied from the battery 30. The vehicle control device 10 includes at least one of a first MG 40 and a second MG 90 as the MG. In the vehicle VH, the engine 20 includes one or more cylinders of a first bank 21 connected to a first passage 51 (first exhaust passage) and one or more cylinders of a second bank 23 connected to a second passage 53 (second exhaust passage). The first passage 51 includes a "transverse portion 513 of the battery 30 that crosses the front side in the longitudinal direction of the vehicle VH in the vehicle width direction." In contrast, the second passage 53 does not include the transverse portion 513.

[0097] The vehicle control device 10 includes a battery temperature acquisition unit 111, a battery temperature determination unit 130, and an engine control unit 141. The battery temperature acquisition unit 111 acquires battery temperature information IVT, which indicates the temperature VT of the battery 30. The battery temperature determination unit 130 determines whether the temperature VT of the battery 30, as indicated by the battery temperature information IVT, is below the reference temperature RT. The engine control unit 141 controls the state of one or more cylinders in each of the first bank 21 and the second bank 23. If the battery temperature determination unit 130 determines that "the temperature VT of the battery 30 is below the reference temperature RT," the engine control unit 141 sets one or more cylinders in the first bank 21 to the operating state, while setting one or more cylinders in the second bank 23 to the deactivated state. If the battery temperature determination unit 130 determines that "the temperature VT of the battery 30 is higher than the reference temperature RT," the engine control unit 141 sets one or more cylinders in the first bank 21 to the deactivated state, while setting one or more cylinders in the second bank 23 to the operating state.

[0098] Furthermore, the vehicle control method CM according to this embodiment is an information processing method that causes a processor (for example, a control unit 11) to execute a process for controlling the vehicle VH. The vehicle control method CM causes the processor to execute steps S130, S140, and either S150 or S170, as illustrated in Figure 9. That is, in step S130, the processor acquires battery temperature information IVT, which indicates the temperature VT of the battery 30. In step S140, the processor determines whether the temperature VT of the battery 30, as indicated by the battery temperature information IVT, is below the reference temperature RT. If it is determined that the temperature VT of the battery 30 is below the reference temperature RT (Yes in step S140), the processor sets one or more cylinders of the first bank 21 to the operating state, while setting one or more cylinders of the second bank 23 to the deactivation state (step S150). If the processor determines that the battery temperature VT is higher than the reference temperature RT (No in step S140), it puts one or more cylinders in the first bank 21 into a deactivation state, while putting one or more cylinders in the second bank 23 into an operating state (step S170).

[0099] According to this configuration, the vehicle control device 10 (vehicle control method CM) can properly warm up the battery 30 in the vehicle VH by switching the bank that is in operation in partial cylinder operation according to the temperature VT of the battery 30. Specifically, when the vehicle control device 10 (vehicle control method CM) determines that the temperature VT of the battery 30 is below the reference temperature RT, it sets one or more cylinders of the first bank 21 to operation, while setting one or more cylinders of the second bank 23 to deactivation. Also, when the vehicle control device 10 (vehicle control method CM) determines that the temperature VT of the battery 30 is higher than the reference temperature RT, it sets one or more cylinders of the first bank 21 to deactivation, while setting one or more cylinders of the second bank 23 to operation. Here, as described above, one or more cylinders of the first bank 21 are connected to a first flow path 51 which includes a "transverse portion 513 that crosses the front side of the battery 30 in the longitudinal direction of the vehicle VH in the vehicle width direction of the vehicle VH". In contrast, one or more cylinders of the second bank 23 are connected to the second flow path 53, which does not include the aforementioned transverse portion 513. Therefore, the vehicle control device 10 (vehicle control method CM) can properly warm up the battery 30 by utilizing exhaust heat by operating the first bank 21 or the second bank 23 according to the temperature VT of the battery 30.

[0100] In particular, when the battery temperature VT of the battery 30 is below the reference temperature RT, the vehicle control device 10 (vehicle control method CM) can increase the load on the first bank 21 compared to when all cylinders are running, by operating only the first bank 21, thereby increasing the temperature of the exhaust gas flowing through the first passage 51. Therefore, by operating only the first bank 21 when the battery temperature VT of the battery 30 is below the reference temperature RT, the vehicle control device 10 (vehicle control method CM) can efficiently warm up the battery 30 with exhaust gas at a higher temperature compared to when all cylinders are running. Furthermore, by appropriately performing the partial cylinder operation described above, the vehicle control device 10 (vehicle control method CM) can improve the fuel efficiency of the vehicle VH compared to, for example, when all cylinders are always running.

[0101] §4 Variant Although embodiments of the present invention have been described in detail above, the above description is merely illustrative in all respects of the present invention. Needless to say, various improvements or modifications can be made without departing from the scope of the present invention. For example, the following modifications are possible. In the following, the same reference numerals are used for components similar to those in the above embodiments, and explanations of points similar to those in the above embodiments have been omitted as appropriate. The following modifications can be combined as appropriate.

[0102] In the above embodiment, an example was described in which the vehicle control device 10 and the higher-level ECU 63 are each configured as separate computers. However, the configuration of the vehicle control device according to this embodiment is not limited to such an example and may be determined as appropriate depending on the embodiment. For example, the vehicle control device 10 and the higher-level ECU 63 may be configured as an integrated computer. For example, a computer that integrates the vehicle control device 10 and the higher-level ECU 63 may determine the requested output for the engine 20, the first MG40, and the second MG90 based on, for example, the accelerator opening. Such a computer may control the engine 20, the first MG40 (first INV41), and the second MG90 (second INV91) so that each of the determined requested outputs can be realized. Such a computer may control the state of the engine 20, and in particular the state of the first bank 21 and the second bank 23, based on the value of the requested output RO for the engine 20 and the temperature VT of the battery 30. Furthermore, for example, at least one of the vehicle control device 10 and the higher-level ECU 63 may be composed of multiple computers. [Explanation of Symbols]

[0103] 10...Vehicle control device, 11...Control unit (processor), 20...Engine, 21...Bank 1, 23...Bank 2, 30...Battery 40...1st MG (electric motor), 51...1st flow path (1st exhaust passage), 53...Second passage (second exhaust passage), 57...Bypass passage (bypass passage), 70...Flow path switching valve, 90...2nd MG (electric motor), 111...Battery temperature acquisition unit, 130...Battery temperature determination unit, 141...Engine control unit, 513...Cross section, CM...Vehicle control method, DL...Driving load, HLS...High load section IVT…Battery temperature information, PR…Planned driving route, RDL…Reference load, RO...Requested output, RT...Reference temperature, VH...Vehicle (hybrid vehicle) VT...Battery temperature

Claims

1. A vehicle control method for a hybrid vehicle comprising an engine, a battery, and an electric motor powered by electricity supplied from the battery, wherein the method causes a processor to control the hybrid vehicle, The aforementioned engine is The battery, with its front side in the longitudinal direction of the hybrid vehicle, is connected to a first exhaust passage that includes a transverse portion that crosses the vehicle width direction of the hybrid vehicle, and includes one or more cylinders of the first bank. One or more cylinders of the second bank are connected to a second exhaust passage that does not include the aforementioned cross section, Includes, The aforementioned processor, The steps include: obtaining battery temperature information indicating the temperature of the aforementioned battery; The steps include determining whether the temperature of the battery, as indicated by the battery temperature information, is below a reference temperature, A step of controlling the state of one or more cylinders in the first bank and the second bank, When it is determined that the battery temperature is below the reference temperature, one or more cylinders of the first bank are set to the operating state, while one or more cylinders of the second bank are set to the deactivated state. If it is determined that the battery temperature is higher than the reference temperature, one or more cylinders in the first bank are put into a deactivation state, while one or more cylinders in the second bank are put into an operating state. A step of controlling the state of one or more cylinders in the first bank and the second bank, Execute Vehicle control method.

2. The aforementioned processor further, The step of determining whether the value of the requested output for the engine is less than or equal to half of the maximum output that the engine can achieve. Execute, If the processor determines that the value of the requested output is less than or equal to half of the maximum value, it will, in the step of controlling the state of one or more cylinders in each of the first and second banks, Partial cylinder operation in which one or more cylinders of the first bank and one or more cylinders of the second bank are operated and the other is deactivated. Execute The vehicle control method according to claim 1.

3. The upstream end of the aforementioned cross section is connected via a flow path switching valve, A bypass passage for the battery, in the longitudinal direction of the hybrid vehicle, that does not cross the vehicle width direction of the hybrid vehicle, on the front side of the battery. It is connected, If the processor determines that the value of the requested output is greater than half of the maximum value, it controls the state of one or more cylinders in the first bank and the second bank, All-cylinder operation, in which one or more cylinders of the first bank and one or more cylinders of the second bank are both in operation. Execute, The processor, while performing the all-cylinder operation, further, A step of controlling the opening and closing of the flow path switching valve, When it is determined that the battery temperature is below the reference temperature, the flow path switching valve is closed, and exhaust gas from one or more cylinders of the first bank is directed only to the transverse portion and not to the bypass passage. If it is determined that the battery temperature is higher than the reference temperature, the flow path switching valve is opened to direct the exhaust gas only through the bypass passage and not through the cross section. Steps to control the opening and closing of the flow path switching valve. Execute The vehicle control method according to claim 2.

4. The aforementioned processor further, Steps to estimate the weight of the aforementioned hybrid vehicle Execute, The processor changes the reference temperature used for comparison with the battery temperature according to the estimated weight of the hybrid vehicle. The aforementioned reference temperature is changed to a lower value as the estimated weight of the hybrid vehicle increases. A vehicle control method according to any one of claims 1 to 3.

5. The aforementioned processor further, The step of determining whether the planned route of the hybrid vehicle includes a high-load section in which the driving load of the hybrid vehicle exceeds a predetermined standard load. Execute, The processor changes the reference temperature used for comparison with the battery temperature depending on whether the planned travel route includes the high-load section. The reference temperature used when it is determined that the planned route includes the high-load section is lower than the reference temperature used when it is determined that the planned route does not include the high-load section. A vehicle control method according to any one of claims 1 to 3.

6. The aforementioned processor further, The step of determining whether there is a plan to rapidly charge the battery using the planned route of the hybrid vehicle. Execute, The processor changes the reference temperature used for comparison with the battery temperature depending on whether or not it is planned to rapidly charge the battery. The reference temperature used when it is determined that the battery is to be rapidly charged is lower than the reference temperature used when it is determined that the battery is not to be rapidly charged. A vehicle control method according to any one of claims 1 to 3.

7. A hybrid vehicle comprising an engine, a battery, and an electric motor that operates on power supplied from the battery, The aforementioned engine, The battery, with its front side in the longitudinal direction of the hybrid vehicle, is connected to a first exhaust passage that includes a transverse portion that crosses the vehicle width direction of the hybrid vehicle, and includes one or more cylinders of the first bank. One or more cylinders of the second bank are connected to a second exhaust passage that does not include the aforementioned cross section, including, A vehicle control device for controlling a hybrid vehicle, A battery temperature acquisition unit that acquires battery temperature information indicating the temperature of the aforementioned battery, A battery temperature determination unit that determines whether the temperature of the battery, as indicated by the battery temperature information, is below a reference temperature, An engine control unit that controls the state of one or more cylinders in the first bank and the second bank, When the battery temperature determination unit determines that the battery temperature is below the reference temperature, one or more cylinders in the first bank are set to the operating state, while one or more cylinders in the second bank are set to the deactivated state. If the battery temperature determination unit determines that the battery temperature is higher than the reference temperature, one or more cylinders in the first bank are put into a deactivation state, while one or more cylinders in the second bank are put into an operating state. Engine control unit and Equipped with, Vehicle control system.

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