CN110821700B - 混合动力车辆的控制装置及控制方法 - Google Patents

混合动力车辆的控制装置及控制方法 Download PDF

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CN110821700B
CN110821700B CN201910711757.4A CN201910711757A CN110821700B CN 110821700 B CN110821700 B CN 110821700B CN 201910711757 A CN201910711757 A CN 201910711757A CN 110821700 B CN110821700 B CN 110821700B
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control
internal combustion
combustion engine
temperature increase
catalyst temperature
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CN110821700A (zh
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野濑勇喜
池田悠人
桥之口纮史
铃木建光
生田英二
明城启一
安藤广和
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
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Abstract

混合动力车辆的控制装置及控制方法。混合动力车辆的控制装置具备构成为执行将三元催化剂装置升温的催化剂升温控制的催化剂升温控制部。催化剂升温控制部构成为，在停止了内燃机的燃烧的状态下执行利用马达的动力来使该内燃机的曲轴旋转的拖动控制，并且构成为，在该拖动控制的执行中实施通过在内燃机中实施燃料喷射来向排气通路导入未燃的混合气的燃料导入处理。

Description

混合动力车辆的控制装置及控制方法
技术领域
本公开涉及具备在排气通路设置有三元催化剂装置的火花点火式的内燃机的混合动力车辆的控制装置及控制方法。
背景技术
火花点火式的内燃机通过利用火花塞的火花对导入到汽缸内的空气与燃料的混合气进行点火来进行燃烧。此时，混合气中的燃料的一部分的燃烧不完全，有时会生成碳质的颗粒物(以下，记为颗粒)。
在美国专利申请公开第2014/0041362号说明书中记载了一种车载用的火花点火式的内燃机，其具备设置于排气通路的三元催化剂装置和设置于该排气通路中的比三元催化剂装置靠下游的位置的颗粒捕集用的捕集器。在这样的内燃机中，通过将在汽缸内生成的颗粒向捕集器捕集，可抑制颗粒向外气的放出。此外，由于捕集到的颗粒会逐渐在捕集器堆积，所以若放任该堆积不管，则最终可能会因堆积的颗粒而导致捕集器堵塞。
对此，上述内燃机以下述的方案来进行堆积于捕集器的颗粒的净化。即，该内燃机在车辆的惯性行驶中，在停止了火花塞的火花的状态下实施燃料喷射，将未燃的混合气向三元催化剂装置导入。当未燃的混合气导入后，该混合气在三元催化剂装置内燃烧而该三元催化剂装置的温度(以下，记为催化剂温度)上升。当催化剂温度这样变高时，从三元催化剂装置流出并向捕集器流入的气体的温度也变高。并且，当接受该高温的气体的热而捕集器的温度成为颗粒的着火点以上时，堆积于捕集器的颗粒通过燃烧而被净化。
为了向排气通路导入未燃混合气，需要使曲轴旋转而将汽缸内的混合气向排气通路送出。另一方面，考虑到将未燃的混合气导入排气通路的情况，必须停止内燃机的燃烧运转，此时的曲轴的旋转需要利用外部的动力来进行。因而，在上述内燃机中，在车辆进行惯性行驶而通过来自车轮的动力传递来使曲轴旋转时执行催化剂升温控制。然而，在这样的情况下，催化剂升温控制的执行机会被限制，因此在需要的时期可能会无法执行催化剂升温控制。
此外，上述催化剂升温控制可考虑以通过堆积于捕集器的颗粒的燃烧净化以外的目的来执行。例如，在因催化剂温度的下降而三元催化剂装置的排气净化能力下降的情况下，可考虑执行催化剂升温控制来恢复三元催化剂装置的排气净化能力。在这样的情况下也同样可能产生上述课题。这样，上述的课题与目的的如何无关，在进行通过未燃混合气向三元催化剂装置的导入实现的催化剂升温控制的情况下是共通的。
发明内容
第一方案提供一种构成为控制混合动力车辆的控制装置。混合动力车辆具备：火花点火式的内燃机，具备设置于排气通路的三元催化剂装置；和马达，能够向内燃机传递动力。并且，该混合动力车辆的控制装置具备构成为执行将三元催化剂装置升温的催化剂升温控制的催化剂升温控制部。催化剂升温控制部构成为，在停止了内燃机的燃烧的状态下执行利用马达的动力来使该内燃机的曲轴旋转的拖动控制，并且构成为，在该拖动控制的执行中实施通过在内燃机中实施燃料喷射来向排气通路导入未燃的混合气的燃料导入处理。
因汽缸内的混合气的燃烧而产生的燃烧气体向燃烧运转中的内燃机的排气通路流动。另一方面，若使混合气不在汽缸内燃烧而以未燃的状态向排气通路导入，则该未燃的混合气在三元催化剂装置内燃烧，该三元催化剂装置的温度(催化剂温度)上升。此外，在上述那样的燃料导入处理的实施中，需要利用外部的动力来使内燃机的曲轴旋转而将汽缸内的混合气向排气通路送出。关于这一点，上述混合动力车辆的控制装置中的催化剂升温控制部在进行催化剂升温控制时，在停止了内燃机的燃烧的状态下执行利用马达的动力来使该内燃机的曲轴旋转的拖动控制，并且在该拖动控制的执行中执行上述燃料导入处理。在这样的情况下，只要是能够执行拖动控制的状况，就能够实施燃料导入处理。因此，容易获得催化剂升温控制的执行机会。
可以是，混合动力车辆具备：发电机，接受内燃机的动力而进行发电；和蓄电池，储存由该发电机发出的电力并且能够将所储存的电力向马达供给。在该情况下，上述混合动力车辆的控制装置中的催化剂升温控制部也可以构成为，在拖动控制开始前执行用于使发电机发电的进行内燃机的燃烧运转的充电控制。若执行拖动控制，则因马达的电力消耗而蓄电池的蓄电量下降。因而，优选，在拖动控制开始前执行上述充电控制，从而预先增加蓄电池的蓄电量。
而且，可以是，催化剂升温控制部构成为，以催化剂升温控制开始时的蓄电池的蓄电量小于规定的判定值为条件来执行拖动控制开始前的充电控制，在催化剂升温控制开始时的蓄电池的蓄电量为判定值以上的情况下，不执行充电控制而开始拖动控制。若执行充电控制，则因内燃机的燃烧而消耗燃料。另外，三元催化剂装置的升温的开始也延迟与充电控制的执行时间相应的时间。因而，优选，在即使执行拖动控制后也在催化剂升温控制开始时的蓄电池充入了电力不会不足的程度的足够的电力的情况下，不执行充电控制。
另外，可以是，催化剂升温控制部构成为，以内燃机的预热未完成为条件来执行拖动控制开始前的充电控制，并且构成为，在内燃机的预热完成的情况下不执行充电控制而开始拖动控制。在预热未完成的状态下内燃机的摩擦大，拖动控制中的马达的电力消耗增大。因而，也可以仅限于在这样的内燃机的预热未完成的情况下执行上述那样的拖动控制开始前的充电控制。
在排气通路中的比三元催化剂装置靠下游的位置具备颗粒捕集用的捕集器的内燃机中，通过催化剂升温控制来提高催化剂温度，从而能够通过燃烧来净化堆积于捕集器的颗粒。即，当催化剂温度变高时，从三元催化剂装置流出并向捕集器流入的气体成为高温，因接受来自该高温的气体的热而捕集器的温度也变高。并且，当捕集器的温度上升为颗粒的着火点时，堆积于该捕集器的颗粒燃烧而被净化。在具备具有这样的捕集器的内燃机的混合动力车辆中，有时以通过堆积于捕集器的颗粒的燃烧来进行净化为目的而进行催化剂升温控制。在这样的情况下，若上述催化剂升温控制部构成为推定捕集器的颗粒堆积量，并且构成为以该推定出的颗粒堆积量为规定值以上为条件来执行催化剂升温控制，则能够在与捕集器中的颗粒的堆积状况相应的合适的正时执行催化剂升温控制。
第2方案提供一种混合动力车辆的控制方法。所述混合动力车辆具备：火花点火式的内燃机，具备设置于排气通路的三元催化剂装置；和马达，能够向所述内燃机传递动力。所述方法包括执行将所述三元催化剂装置升温的催化剂升温控制的步骤。执行所述催化剂升温控制的步骤包括如下步骤：在停止了所述内燃机的燃烧的状态下执行利用所述马达的动力来使该内燃机的曲轴旋转的拖动控制；和在该拖动控制的执行中实施通过在所述内燃机中实施燃料喷射来向所述排气通路导入未燃的混合气的燃料导入处理。
附图说明
图1是一并示出一实施方式的控制装置的构成和应用该控制装置的混合动力车辆的构成的示意图。
图2是示出在第1实施方式的混合动力车辆的控制装置中催化剂升温控制部所执行的升温要求判定例程的处理步骤的流程图。
图3是示出该催化剂升温控制部所执行的催化剂升温控制例程的处理步骤的流程图。
图4是示出在第2实施方式的混合动力车辆的控制装置中催化剂升温控制部所执行的催化剂升温控制例程的处理步骤的一部分的流程图。
具体实施方式
(第1实施方式)
以下，根据图1～图3来说明混合动力车辆的控制装置的第1实施方式。
如图1所示，应用本实施方式的控制装置的混合动力车辆具备火花点火式的内燃机10。另外，混合动力车辆具备两个兼具马达和发电机双方的功能的电动发电机，即第1电动发电机71和第2电动发电机72。而且，混合动力车辆具备蓄电池77、第1变换器75以及第2变换器76。蓄电池77储存作为发电机发挥功能时的第1电动发电机71及第2电动发电机72所发出的电力。而且蓄电池77向作为马达发挥功能时的第1电动发电机71及第2电动发电机72供给所储存的电力。第1变换器75调整第1电动发电机71与蓄电池77之间的电力的授受量，第2变换器76调整第2电动发电机72与蓄电池77之间的电力的授受量。
内燃机10具有多个进行混合气的燃烧的汽缸11。另外，在内燃机10设置有成为向各汽缸11的空气的导入路的进气通路15。在进气通路15设置有作为用于调整吸入空气量的气门的节气门16。进气通路15中的比节气门16靠下游的位置按每个汽缸11分支。在进气通路15中的按每个汽缸11分支的部分分别设置有燃料喷射阀17。另一方面，在各汽缸11分别设置有通过火花放电(火花)对导入到汽缸11内的混合气进行点火的点火装置18。另外，在内燃机10设置有成为因各汽缸11中的混合气的燃烧而产生的排气的排出路的排气通路21。在排气通路21设置有净化排气的三元催化剂装置22。而且，在排气通路21中的比三元催化剂装置22靠下游处设置有颗粒捕集用的捕集器23。
包含由燃料喷射阀17喷射出的燃料的混合气通过进气通路15向这样的内燃机10的各汽缸11导入。当点火装置18对该混合气进行点火时在汽缸11内进行燃烧。因此时的燃烧而产生的排气从汽缸11内向排气通路21排出。在该内燃机10中，三元催化剂装置22进行排气中的HC及CO的氧化和NOx的还原，而且捕集器23通过捕集排气中的颗粒来净化排气。
另一方面，在混合动力车辆设置有第1行星齿轮机构40。第1行星齿轮机构40具有外齿轮的太阳轮41、和与太阳轮41同轴配置的内齿轮的齿圈42。在太阳轮41与齿圈42之间配置有多个与太阳轮41及齿圈42双方啮合的小齿轮43。各小齿轮43以自转及公转自如的状态支承于齿轮架44。在这样的第1行星齿轮机构40的齿轮架44连结有作为内燃机10的输出轴的曲轴14，在太阳轮41连结有第1电动发电机71。另外，在齿圈42连接有齿圈轴45。并且，在齿圈轴45经由减速机构60及差动机构61连结有驱动轮62。此外在齿圈轴45经由第2行星齿轮机构50连结有第2电动发电机72。
第2行星齿轮机构50具有外齿轮的太阳轮51、和与太阳轮51同轴配置的内齿轮的齿圈52。在太阳轮51与齿圈52之间配置有多个与太阳轮51及齿圈52双方啮合的小齿轮53。各小齿轮53可自如地自转但不能公转。并且，在第2行星齿轮机构50的齿圈52连接有齿圈轴45，在太阳轮51连接有第2电动发电机72。
另外，在混合动力车辆搭载有作为该混合动力车辆的控制装置的电子控制单元100。电子控制单元100包括处理电路。对电子控制单元100输入基于加速器踏板传感器80的驾驶员的加速器踏板的踩踏量(加速器踏板开度)的检测信号、由车速传感器81检测的车辆的行驶速度(车速)的检测信号。另外，电子控制单元100取得储存于蓄电池77的电力的量即蓄电池蓄电量。
而且，对电子控制单元100输入设置于内燃机10的各种传感器的检测信号。作为传感器，在内燃机10设置有空气流量计82、空燃比传感器83、催化剂出气体温度传感器84、曲轴角传感器85、水温传感器86等各种传感器。空气流量计82设置于进气通路15中的比节气门16靠上游的位置，检测在进气通路15中流动的空气的流量(吸入空气量)。空燃比传感器83设置于排气通路21中的比三元催化剂装置22靠上游的位置，检测在排气通路21中流动的气体中的氧浓度，即混合气的空燃比。催化剂出气体温度传感器84设置于排气通路21中的三元催化剂装置22与捕集器23之间的部分，检测从三元催化剂装置22流出的气体的温度(催化剂出气体温度)。曲轴角传感器85设置于曲轴14的附近，检测该曲轴14的旋转相位。水温传感器86设置于内燃机10的冷却水路(未图示)，检测在该冷却水路中流动的冷却水的温度(冷却水温度)。此外，电子控制单元100根据曲轴角传感器85的检测信号求出内燃机10的曲轴14的转速(发动机转速)。
接着，对这样的电子控制单元100所进行的混合动力车辆的控制进行说明。电子控制单元100基于加速器踏板开度和车速来运算应该向齿圈轴45输出的转矩的要求值即要求转矩。并且，电子控制单元100根据要求转矩、蓄电池蓄电量等参数来决定内燃机10、第1电动发电机71以及第2电动发电机72的转矩分配，控制内燃机10的输出转矩及第1电动发电机71、第2电动发电机72的动力运行/再生转矩。
电子控制单元100构成为，在混合动力车辆的停车时、低速行驶时，以蓄电池蓄电量超过规定的充电要求值为条件而停止内燃机10的燃烧运转。即使在停车时、低速行驶时，在蓄电池蓄电量为充电要求值以下的情况下，也使内燃机10进行燃烧运转，第1电动发电机71利用该内燃机10的动力来进行发电。
如上所述，在内燃机10中，将排气中的颗粒向设置于排气通路21的捕集器23捕集。当捕集到的颗粒堆积于捕集器23时，最终在捕集器23可能会发生堵塞。为了燃烧堆积于捕集器23的颗粒来进行净化，需要将捕集器23的温度上升为颗粒的着火点以上。当设置于排气通路21中的比捕集器23靠上游的位置的三元催化剂装置22的温度(催化剂温度)变高时，从该三元催化剂装置22流出并向捕集器23流入的气体的温度也变高。然后，因接受来自流入的高温的气体的热而捕集器23的温度也变高。因而，通过将三元催化剂装置22升温，能够通过堆积于捕集器23的颗粒的燃烧来进行净化。于是，在本实施方式中，当捕集器23的颗粒的堆积量变多时，为了通过燃烧所堆积的颗粒来进行净化而执行使催化剂温度上升的控制即催化剂升温控制。催化剂升温控制由设置于电子控制单元100的催化剂升温控制部101来执行。
催化剂升温控制部101在内燃机10的燃烧运转中判定有无升温要求。催化剂升温控制在该判定中判定为有升温要求时执行。
图2示出这样的有无升温要求的判定涉及的升温要求判定例程的处理步骤。本例程的处理由催化剂升温控制部101在内燃机10的燃烧运转中按规定的控制周期反复执行。
当开始本例程的处理时，首先在步骤S100中，催化剂升温控制部101运算捕集器23的颗粒的堆积量的推定值即PM堆积量。在进行PM堆积量的运算时，根据内燃机10的运转状态(吸入空气量、燃料喷射量等参数)来运算因汽缸11内的混合气的燃烧而生成的颗粒的量(PM生成量)。另外，通过后述的方案来运算在捕集器23内燃烧的PM的量(PM再生量)。并且，通过将PM堆积量的值更新为将从PM生成量减去PM再生量而得到的差加上更新前的值而得到的值，从而运算出PM堆积量。
PM再生量的运算通过如下的方案来进行。向捕集器23流入的气体的温度即催化剂出气体温度越高，则捕集器23的温度(捕集器温度)也越高。因此，能够根据催化剂出气体温度求出捕集器温度。当在捕集器23的温度成为颗粒的着火点以上的状态下包含氧的气体向捕集器23流入时，堆积于捕集器23的颗粒会燃烧。由于颗粒的燃烧需要氧，所以在此时的捕集器23内燃烧的颗粒的量由向捕集器23流入的气体(捕集器流入气体)中的氧的量(氧流入量)规定。向捕集器23流入的气体的氧浓度能够根据空燃比传感器83的检测结果来求出。另外，向捕集器23流入的气体的流量能够根据吸入空气量和燃料喷射量来求出。于是，在本实施方式中，基于催化剂出气体温度、排气的空燃比、吸入空气量以及燃料喷射量来运算PM再生量。
接着，在步骤S110中，催化剂升温控制部101判定PM堆积量是否为规定值α以上。在PM堆积量小于规定值α的情况下(否(NO))，处理进入步骤S140。然后，在该步骤S140中清除了升温要求标志后，结束此次的本例程的处理。此外，升温要求标志是通过处于设立的状态来表示判定为有升温要求，通过处于清除的状态来表示判定为无升温要求的标志。
另一方面，在PM堆积量为规定值α以上的情况下(S110：是(YES))，处理进入步骤S120。在该步骤S120中，催化剂升温控制部101判定催化剂出气体温度是否小于规定的可再生温度β。将为了使捕集器温度成为颗粒的着火点以上所需的催化剂出气体温度的下限值设定为可再生温度β的值。
在此，在催化剂出气体温度为可再生温度β以上的情况下(S120：否)，在步骤S140中清除了升温要求标志后，结束此次的本例程的处理。另一方面，在催化剂出气体温度小于可再生温度β的情况下(S120：是)，在步骤S130中设立了升温要求标志后，结束此次的本例程的处理。
如上所述，催化剂升温控制部101推定捕集器23的颗粒堆积量，并且在该推定出的颗粒堆积量(PM堆积量)为规定值α以上的情况下判定为有升温要求。但是，在催化剂出气体温度为可再生温度β以上、且催化剂温度提高为能够进行堆积于捕集器23的颗粒的燃烧的温度以上的情况下，即使PM堆积量为规定值α以上，也判定为无升温要求。
图3示出催化剂升温控制涉及的催化剂升温控制例程的处理步骤。催化剂升温控制部101在成为停止了内燃机10的燃烧运转且停止了曲轴14的旋转的状态时开始本例程的处理。
当开始本例程的处理时，首先在步骤S200中，催化剂升温控制部101判定升温要求标志是否处于设立状态。然后，在升温要求标志处于设立状态的情况下(是)处理进入步骤S210，在处于清除状态的情况下(否)就这样结束此次的本例程的处理。
当处理进入步骤S210时，在该步骤S210中，催化剂升温控制部101判定是否处于能够执行拖动控制的状态。此处的拖动意味着利用第1电动发电机71的动力来使停止了燃烧的状态下的内燃机10的曲轴14旋转。此外，具体而言，在步骤S210中，基于蓄电池蓄电量等参数来判定是否处于蓄电池77能够供给直到催化剂升温控制完成为止的期间的拖动所需的量的电力的状态。并且，在处于能够执行拖动控制的状态的情况下(是)处理进入步骤S220，在不处于这样的状态的情况下(否)就这样结束此次的本例程的处理。
当处理进入步骤S220时，在该步骤S220中，催化剂升温控制部101开始拖动控制。当开始拖动控制而曲轴14旋转时，进行内燃机10的各汽缸11的进气及排气。在此时的内燃机10中，停止燃料喷射阀17的燃料喷射及点火装置18的火花。因而，导入到此时的各汽缸11的空气原样地向排气通路21排出。
此外，在拖动控制中，以使得发动机转速成为规定的可升温转速γ以上的方式控制第1电动发电机71的转速。将向排气通路21排出的空气的流量成为催化剂升温所需的量的发动机转速设定为可升温转速γ的值。
在拖动开始后，当发动机转速成为可升温转速γ以上时(S230：是)，催化剂升温控制部101在步骤S240中开始燃料导入处理。在燃料导入处理中，在停止了点火装置18的火花的状态下实施燃料喷射阀17的燃料喷射。包含燃料喷射阀17喷射出的燃料的混合气以未燃的状态向此时的排气通路21导入。并且，该未燃的混合气向三元催化剂装置22流入，在该三元催化剂装置22内燃烧，因此催化剂温度上升。
继续燃料导入处理直到催化剂出气体温度成为规定的升温完成温度δ以上为止。对于升温完成温度δ，将比上述的可再生温度β高的温度设定为其值。
当催化剂出气体温度成为升温完成温度δ以上时(S250：是)，在步骤S260中结束燃料导入处理。另外，同时，在步骤S270中也结束拖动控制。并且，在步骤S280中清除了升温要求标志后，结束此次的本例程的处理。
在上述那样的用于催化剂升温控制的燃料导入处理的实施中，为了将汽缸11内的混合气向排气通路21送出，需要利用外部的动力来使曲轴14旋转。在以往的混合动力车辆中，具备这样的燃料导入处理的实施条件的情况仅限于即使在停止了内燃机10的燃烧的状态下，也能够通过来自驱动轮62的动力传递来使曲轴14旋转的惯性行驶中。与此相对，在本实施方式中，在内燃机10的燃烧停止中，通过实施利用第1电动发电机71的动力来使曲轴14旋转的拖动控制，燃料导入处理的实施的必要条件成立。因而，容易获得催化剂升温控制的执行机会。
(第2实施方式)
接着，一并参照图4来详细说明混合动力车辆的控制装置的第2实施方式。此外，在本实施方式中，对与上述实施方式共通的构成标注相同的标号而省略其详细的说明。
在拖动控制中，第1电动发电机71消耗电力。尤其是，在内燃机10的预热未完成的状态下，该内燃机10的摩擦变大。其结果，由于曲轴14的旋转所需的转矩变大，所以拖动控制中的第1电动发电机71的电力消耗增大。另一方面，在催化剂升温控制完成后，也需要保留再起动内燃机10所需的量的蓄电池蓄电量。因而，在催化剂升温控制开始前的蓄电池蓄电量为一定的量以下的情况下，无法执行拖动控制，即无法完成催化剂升温控制。于是，在本实施方式中，在拖动控制开始前执行为了使第1电动发电机71进行发电而进行内燃机10的燃烧运转的充电控制。
图4示出本实施方式中的催化剂升温控制例程的处理步骤的一部分。在图3所示的第1实施方式的催化剂升温控制例程中，在步骤S200中的肯定判定(是)后，处理进入步骤S210。与此相对，在本实施方式中，如图4所示，在步骤S200中的肯定判定后，在经过步骤S201～S205的处理之后处理进入步骤S210。此外，在步骤S200中的否定判定(否)后结束处理这一情况与第1实施方式的情况相同，处理进入步骤S210之后的处理与第1实施方式的情况相同。
在本例程中，在升温要求标志处于设立状态的情况下(S200：是)处理进入步骤S201。并且，在该步骤S201中，催化剂升温控制部101判定内燃机10的冷却水温度是否小于规定的预热完成判定值。对于预热完成判定值，将成为内燃机10的预热完成的状态时的冷却水温度的下限值设定为其值。在此，在冷却水温度小于预热完成判定值的情况下(是)，即在内燃机10的预热未完成的情况下，处理进入步骤S202。与此相对，在冷却水温度为预热完成判定值以上的情况下(否)，即在内燃机10的预热完成了的情况下，处理进入步骤S210。
当处理进入步骤S202时，在该步骤S202中，催化剂升温控制部101判定蓄电池蓄电量是否小于规定的判定值ζ。对于判定值ζ，将在内燃机10的预热未完成的状态下执行了拖动控制的情况下，该控制完成后的蓄电池蓄电量成为超过上述的充电要求值的量的拖动控制开始前的蓄电池蓄电量设定为其值。并且，在蓄电池蓄电量为判定值ζ以上的情况下(否)，处理进入步骤S210。与此相对，在蓄电池蓄电量小于判定值ζ的情况下(是)，处理进入步骤S203。
当处理进入步骤S203时，在该步骤S203中，催化剂升温控制部101开始通过内燃机10的燃烧运转来使第1电动发电机71进行发电的充电控制。继续充电控制直到蓄电池蓄电量成为判定值ζ以上为止。并且，当蓄电池蓄电量成为判定值ζ以上时(S204：是)，在步骤S205中结束充电控制后，处理进入步骤S210。
在如以上那样构成的本实施方式的混合动力车辆的控制装置中，通过执行进行用于使第1电动发电机71进行发电的内燃机10的燃烧运转的充电控制，在拖动控制开始前蓄电池蓄电量增加。在本实施方式中，这样的充电控制在预热未完成且内燃机10的摩擦大，用于拖动控制的电力消耗变大，并且催化剂升温控制开始时的蓄电池蓄电量小于冷拖动允许判定值的情况下进行。即，在处于即使不进行充电控制也难以产生催化剂升温控制完成后的蓄电池蓄电量的不足的状态的情况下，不进行充电控制而开始拖动控制。在该情况下，与进行充电控制的情况相比，完成催化剂升温控制的时间变短。另外，在该情况下，也不会如进行充电控制的情况那样为了内燃机10的燃烧运转而消耗燃料。
上述实施方式能够如以下这样变更而实施。本实施方式及以下的变更例能够在技术上不矛盾的范围内互相组合而实施。
·在第2实施方式中，在内燃机10的预热未完成且催化剂升温控制开始时的蓄电池蓄电量小于判定值ζ的情况下执行充电控制。在内燃机10的预热未完成的情况下，也可以无论催化剂升温控制开始时的蓄电池蓄电量如何均执行拖动控制开始前的充电控制。另外，在催化剂升温控制开始时的蓄电池蓄电量小于判定值的情况下，也可以无论内燃机10的预热状况如何均执行拖动控制开始前的充电控制。而且，也可以在内燃机10的预热未完成、催化剂升温控制开始时的蓄电池蓄电量小于规定的判定值中的至少一方成立的情况下执行拖动控制开始前的充电控制。当然，也可以将上述以外的条件设定为拖动控制开始前的充电控制的执行条件。另外，也可以在执行催化剂升温控制时始终进行拖动控制开始前的充电控制。
·上述实施方式中的PM堆积量的推定涉及的逻辑是一个例子，也可以采用其他的推定逻辑。
·在上述实施方式中，结束燃料导入处理的正时，即完成催化剂升温控制的正时基于催化剂出气体温度来决定，但也可以基于燃料导入处理开始后的经过时间等其他参数来决定。另外，也可以继续燃料导入处理，直到根据加速器踏板的踩踏、蓄电池蓄电量的下降等参数而再次开始内燃机10的燃烧运转为止。
·在上述实施方式中，在燃料导入处理中，通过在停止了点火装置18的火花的状态下进行燃料喷射来向排气通路21导入未燃的混合气。此外，能够利用点火装置18的火花来进行汽缸11内的混合气的点火的正时限定于压缩上止点附近的期间。即，存在即使执行火花，汽缸11内的混合气也不燃烧的期间。因此，通过在这样的期间执行点火装置18的火花并且进行燃料喷射，也能够实施将未燃的混合气向排气通路21导入的燃料导入处理。
·在上述实施方式中，为了通过燃烧堆积于捕集器23的颗粒来进行净化而进行催化剂升温控制。在以其以外的目的将三元催化剂装置22升温的情况下，也能够采用上述实施方式中的催化剂升温控制。例如，在催化剂温度下降而三元催化剂装置22的排气净化能力下降时，可考虑为了恢复该排气净化能力而进行催化剂升温控制。
·在上述实施方式中，通过基于燃料喷射阀17的向进气通路15内的燃料喷射来实施燃料导入处理。在具备向汽缸11内喷射燃料的缸内喷射式的燃料喷射阀的内燃机中，也可以通过向汽缸11内的燃料喷射来进行燃料导入处理。
·只要是具备具有设置于排气通路的三元催化剂装置的火花点火式的内燃机、和能够向内燃机传递动力的马达的混合动力车辆，则上述混合动力车辆的控制装置也可以应用于其构成与图1所示的构成不同的混合动力车辆。
·作为电子控制单元100或催化剂升温控制部101，不限于具备CPU和存储器且执行软件处理的构成。例如，也可以具备对在上述各实施方式中进行软件处理的处理中至少一部分进行硬件处理的专用的硬件电路(例如ASIC等)。即，电子控制单元100或催化剂升温控制部101是以下的(a)～(c)中的任一构成即可。(a)具备根据程序来执行上述处理的全部的处理装置和存储程序的ROM等程序存储装置。(b)具备根据程序来执行上述处理的一部分的处理装置及程序存储装置、和执行剩余的处理的专用的硬件电路。(c)具备执行上述处理的全部的专用的硬件电路。在此，具备处理装置及程序存储装置的软件处理电路、专用的硬件电路也可以是多个。即，上述处理由具备1个或多个软件处理电路及1个或多个专用的硬件电路中的至少一方的处理电路执行即可。

Claims (7)

1.一种混合动力车辆的控制装置，是构成为控制混合动力车辆的控制装置，其中，
所述混合动力车辆具备：火花点火式的内燃机，具备设置于排气通路的三元催化剂装置；和马达，能够向所述内燃机传递动力，
所述控制装置具备构成为执行将所述三元催化剂装置升温的催化剂升温控制的催化剂升温控制部，所述催化剂升温控制部构成为，在停止了所述内燃机的燃烧的状态下执行利用所述马达的动力来使该内燃机的曲轴旋转的拖动控制并停止燃料喷射，并且构成为，在该拖动控制的执行中所述内燃机的曲轴的转速为预定转速以上时实施通过在所述内燃机中实施燃料喷射来从所述内燃机的汽缸向所述排气通路导入未燃的混合气的燃料导入处理。
2.根据权利要求1所述的混合动力车辆的控制装置，
所述混合动力车辆具备：发电机，接受所述内燃机的动力而进行发电；和蓄电池，储存由该发电机发出的电力并且能够将所储存的电力向所述马达供给，
所述催化剂升温控制部构成为，在所述拖动控制开始前执行为了使所述发电机进行发电而进行所述内燃机的燃烧运转的充电控制。
3.根据权利要求2所述的混合动力车辆的控制装置，
所述催化剂升温控制部构成为，以所述催化剂升温控制开始时的所述蓄电池的蓄电量小于规定的判定值为条件来执行所述拖动控制开始前的所述充电控制，并且构成为，在所述催化剂升温控制开始时的所述蓄电池的蓄电量为所述判定值以上的情况下，不执行所述充电控制而开始所述拖动控制。
4.根据权利要求2所述的混合动力车辆的控制装置，
所述催化剂升温控制部构成为，以所述内燃机的预热未完成为条件来执行所述拖动控制开始前的所述充电控制，并且构成为，在所述内燃机的预热完成的情况下不执行所述充电控制而开始所述拖动控制。
5.根据权利要求3所述的混合动力车辆的控制装置，
所述催化剂升温控制部构成为，以所述内燃机的预热未完成为条件来执行所述拖动控制开始前的所述充电控制，并且构成为，在所述内燃机的预热完成的情况下不执行所述充电控制而开始所述拖动控制。
6.根据权利要求1~5中任一项所述的混合动力车辆的控制装置，
所述内燃机在所述排气通路中的比所述三元催化剂装置靠下游的位置具备颗粒捕集用的捕集器，
所述催化剂升温控制部构成为推定所述捕集器的颗粒堆积量，并且构成为以该推定出的颗粒堆积量为规定值以上为条件来执行所述催化剂升温控制。
7.一种混合动力车辆的控制方法，其中，
所述混合动力车辆具备：火花点火式的内燃机，具备设置于排气通路的三元催化剂装置；和马达，能够向所述内燃机传递动力，
所述方法包括执行将所述三元催化剂装置升温的催化剂升温控制的步骤，
执行所述催化剂升温控制的步骤包括如下步骤：
在停止了所述内燃机的燃烧的状态下执行利用所述马达的动力来使该内燃机的曲轴旋转的拖动控制并停止燃料喷射；和
在该拖动控制的执行中所述内燃机的曲轴的转速为预定转速以上时实施通过在所述内燃机中实施燃料喷射来从所述内燃机的汽缸向所述排气通路导入未燃的混合气的燃料导入处理。
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