JP2006070820A - Drive device, automobile equipped with the same and method for controlling the drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more suitably perform cancel of warming up operation after completion of warming up of a catalyst purifying exhaust gas from an internal combustion engine. <P>SOLUTION: The engine is operated in a warming up operation condition where ignition timing is delayed for warming up the catalyst and intake air quantity is increased by opening throttle opening (S140) when the engine is started and warming up of the catalyst is demanded. Timing delay is removed (timing advancement) with fixing throttle opening adjusted for warming up of the catalyst and fixation of throttle opening is removed (S220) after completion of removal of ignition timing delay when warming up of the catalyst is completed. Torque output from the engine by removal of ignition timing delay is regenerated by a motor. Consequently, a trouble which occurs when ignition timing delay and increase of intake air quantity are removed simultaneously, in an embodiment, unexpected torque output from the engine, unstable engine speed or deterioration of exhaust emission can be suppressed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a drive device, an automobile equipped with the drive device, and a control method for the drive device, and more specifically, an internal combustion engine in which a purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system, and an output of the internal combustion engine The present invention relates to a drive device including a rotating electrical machine that can input and output power to a shaft, a vehicle that includes the drive device, and a drive shaft that travels with the drive shaft connected to an axle, and a method for controlling the drive device.

2. Description of the Related Art Conventionally, as this type of drive device, one that performs early catalyst warm-up control for warming up an exhaust gas purifying catalyst provided in an exhaust passage of an internal combustion engine has been proposed (see, for example, Patent Document 1). ). In this device, the ignition timing retard correction is performed within a range where the combustion stability does not deteriorate, and the exhaust temperature is raised, and the exhaust heat quantity that is not sufficient is secured by the power generation amount increase correction (intake air amount increase correction). Therefore, it is possible to perform early catalyst warm-up control with a high exhaust temperature rise effect, and to reduce exhaust emission after starting.
Japanese Patent Laid-Open No. 2002-180871

  In the above-described drive device, although the exhaust temperature can be raised by the ignition timing retard correction or the intake air amount increase correction, the catalyst can be warmed up early, but the warm-up is completed and the ignition timing retard correction and suction are completed. No mention is made of the processing for canceling the increase correction of the air amount. Considering that the ignition timing retard correction and intake air amount increase correction are canceled at the same timing, it is extremely difficult to make the release timings completely coincident because the release responsiveness differs between the two. is there. For this reason, a deviation occurs in the timing for canceling the ignition timing retardation correction and the intake air amount increase correction, and an unexpected torque is output from the engine or the engine speed becomes unstable. May become unstable or exhaust emissions may deteriorate. In addition, if the cancellation timing is shifted in a direction in which the cancellation of the increase correction of the intake air amount is earlier than the cancellation of the ignition timing retardation correction, the intake air amount may decrease with the ignition timing retarded. Therefore, the combustion state may become unstable or misfire may occur.

  The drive device of the present invention, the vehicle equipped with the drive device, and the control method of the drive device solve such problems, and more appropriately cancel the warm-up operation of the purification catalyst that involves adjusting the ignition timing and the intake air amount. Is one of the purposes. Another object of the drive device of the present invention, an automobile equipped with the drive device, and a control method of the drive device is to suppress the deterioration of exhaust emission when the warm-up operation of the purification catalyst is canceled. Furthermore, the drive device of the present invention, the automobile equipped with the drive device, and the drive device control method suppress the unstable operation of the internal combustion engine when releasing the warm-up operation of the purification catalyst. One of the purposes.

  In order to achieve at least a part of the above-described object, the drive device, the automobile equipped with the drive device, and the drive device control method of the present invention employ the following means.

The drive device of the present invention is
A drive device comprising: an internal combustion engine in which a purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system; and a rotating electric machine capable of inputting and outputting power to an output shaft of the internal combustion engine,
When the warming-up promotion of the purifying catalyst is requested, the internal combustion engine and the rotating electrical machine are operated so that the internal combustion engine is operated with the ignition timing and the intake air amount being in a warming-up promoting state different from the normal state. Catalyst warm-up execution means to be controlled;
When the warm-up promotion of the purification catalyst is completed, the internal combustion engine is operated by releasing the warm-up promotion state at the ignition timing while maintaining the warm-up promotion state at the intake air amount. The internal combustion engine and the rotating electrical machine are controlled so that the warm-up promotion state at the ignition timing is canceled, and then the warm-up promotion state at the intake air amount is canceled and the internal combustion engine is operated. The gist of the invention is that it comprises catalyst warm-up canceling means for controlling the internal combustion engine and the rotating electrical machine.

  In the drive device of the present invention, when the warming-up promotion of the purification catalyst is required, the internal combustion engine is operated so that the ignition timing and the intake air amount are set to a warming-up promoting state different from the normal state. When the warming-up promotion of the purification catalyst is completed by controlling the rotating electrical machine, the warm-up promoting state at the ignition timing is canceled while the warming-up promoting state at the intake air amount is maintained, and the internal combustion engine is operated. The internal combustion engine and the rotating electrical machine are controlled so that the internal combustion engine is operated by canceling the warm-up promoting state in the intake air amount after controlling the internal combustion engine and the rotating electrical machine and releasing the warm-up promoting state at the ignition timing. To control. Therefore, the warm-up promotion state at the ignition timing and the warm-up promotion state at the intake air amount are not canceled at the same time, so that troubles caused by simultaneously canceling both, for example, the state where the operation of the internal combustion engine is unstable Or exhaust emission deterioration can be suppressed. As a result, it is possible to more appropriately cancel the warm-up operation of the purification catalyst that involves adjusting the ignition timing and the intake air amount.

  In such a driving apparatus of the present invention, the catalyst warm-up execution means sets the ignition timing as a retarded state in which the ignition timing is retarded from the normal state as the warm-up promotion state and sets the intake air amount to the normal amount. It may be a means for controlling the internal combustion engine so as to obtain an increased state that is increased from the state. In this aspect of the drive device of the present invention, the catalyst warm-up execution means may be means for controlling the internal combustion engine so that power is not output from the internal combustion engine.

  In the drive device of the present invention, the catalyst warm-up canceling means may be a means for controlling the rotating electrical machine so that the internal combustion engine is operated at a predetermined rotational speed. By so doing, it is possible to suppress the blow-up of the internal combustion engine when releasing the warm-up promotion state at the ignition timing while maintaining the warm-up promotion state in the intake air amount.

  Furthermore, in the drive device of the present invention, the output shaft of the internal combustion engine, the rotary shaft of the rotating electrical machine, and the drive shaft are connected to three axes, and based on power input / output to / from any two of the three axes. It is also possible to provide a three-axis power input / output means for inputting / outputting power to / from the remaining one shaft and a second rotating electric machine capable of inputting / outputting power to / from the drive shaft. And a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the second rotor by electromagnetic action. And a second rotary electric machine that can input and output power to the drive shaft. Furthermore, in the driving device of the present invention of these aspects, the driving device includes required driving force setting means for setting required driving force required for the drive shaft, and the catalyst warm-up execution means and the catalyst warm-up release means It may be a means for controlling the internal combustion engine, the rotating electrical machine, and the second rotating electrical machine so that the set required driving force is output to the drive shaft. In this way, it is possible to cope with the required driving force even while performing the warm-up operation or canceling the warm-up operation.

The automobile of the present invention
An internal combustion engine in which a drive device of the present invention according to any one of the above-described aspects, that is, a purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system, and an output shaft of the internal combustion engine A drive device including a rotating electrical machine capable of inputting and outputting power, wherein when the warming-up promotion of the purification catalyst is required, the ignition timing and the intake air amount are set to a warm-up promoting state different from a normal state. Catalyst warm-up execution means for controlling the internal combustion engine and the rotating electrical machine so that the internal combustion engine is operated, and the warm-up promotion state in the intake air amount when the warm-up promotion of the purification catalyst is completed The internal combustion engine and the rotating electrical machine are controlled so that the internal combustion engine is operated by releasing the warm-up promotion state at the ignition timing while maintaining the ignition timing, and the warm-up promotion state at the ignition timing is canceled After sucking A drive device comprising catalyst warm-up canceling means for controlling the internal combustion engine and the rotating electric machine so as to operate the internal combustion engine by canceling the warm-up promotion state in the air amount, and the drive shaft The gist is to drive while connected to the axle.

  In this automobile of the present invention, since the drive device of the present invention according to any one of the above-described aspects is mounted, effects similar to the effects exhibited by the drive device of the present invention, for example, adjustment of ignition timing and intake air amount are involved. It is possible to achieve an effect that the warming-up operation of the purification catalyst can be canceled more appropriately.

The method for controlling the drive device of the present invention includes:
A control method for a drive device comprising: an internal combustion engine having a purification device having a purification catalyst for purifying exhaust gas; and a rotating electric machine capable of inputting and outputting power to an output shaft of the internal combustion engine,
(A) When the warming-up promotion of the purifying catalyst is requested, the internal combustion engine and the rotation are operated so that the ignition timing and the intake air amount are operated in a warming-up promoting state different from a normal state. Control the electric machine,
(B) When the warm-up promotion of the purification catalyst is completed, the warm-up promotion state at the ignition timing is canceled and the internal combustion engine is operated while maintaining the warm-up promotion state at the intake air amount. The internal combustion engine and the rotating electrical machine are controlled so that the warm-up promoting state at the ignition timing is canceled, and then the warm-up promoting state at the intake air amount is canceled and the internal combustion engine is operated. The gist is to control the internal combustion engine and the rotating electrical machine.

  According to this control method for a drive device of the present invention, when the warming-up promotion of the purification catalyst is required, the internal combustion engine is operated with the ignition timing and the intake air amount set in a warming-up promoting state different from the normal state. When the warming-up promotion of the purification catalyst is completed by controlling the internal combustion engine and the rotating electric machine, the warm-up promoting state at the ignition timing is canceled while maintaining the warming-up promoting state in the intake air amount The internal combustion engine and the rotating electrical machine are controlled so that the engine is operated, and after the warm-up promotion state at the ignition timing is canceled, the warm-up promotion state at the intake air amount is canceled and the internal combustion engine is operated. Control the engine and the rotating electrical machine. Therefore, the warm-up promotion state at the ignition timing and the warm-up promotion state at the intake air amount are not canceled at the same time, so that troubles caused by simultaneously canceling both, for example, the state where the operation of the internal combustion engine is unstable Or exhaust emission deterioration can be suppressed. As a result, it is possible to more appropriately cancel the warm-up operation of the purification catalyst that involves adjusting the ignition timing and the intake air amount.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. As shown in FIG. 2, the air purified by an air cleaner 122 is sucked through a throttle valve 124. In addition, by injecting gasoline from the fuel injection valve 126, air and gasoline are mixed, sucked into the fuel chamber through the intake valve 128, explosively burned by an electric spark from the spark plug 130, and pushed down by the energy. The reciprocating motion of the piston 132 is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device 134 that incorporates a catalyst 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. Signals from various sensors that detect the operating state of the engine 22 are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 performs intake / exhaust of the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature from the water temperature sensor 142 that detects the coolant temperature of the engine 22 and the combustion chamber. The cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the intake valve 128 and the exhaust valve, the throttle opening S from the throttle valve position sensor 146 that detects the opening of the throttle valve 124, the engine 22 An intake air amount from a vacuum sensor 148 for detecting an intake air amount as a load is input via an input port. Various control signals for driving the engine 22 are output from the engine ECU 24 through an output port (not shown). For example, the engine ECU 24 sends a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the opening of the throttle valve 124, a control signal to the ignition coil 138 integrated with the igniter, and the intake valve 128. A control signal to the variable valve timing mechanism 150 whose opening / closing timing can be changed is output via the output port. Further, the engine ECU 24 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operating state of the engine 22 as necessary. .

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, in particular, the operation when the engine 22 is started and the catalyst 134a built in the purification device 134 is warmed up and the warming up is canceled. The operation when doing this will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is executed every predetermined time (for example, every 8 msec) from when the system is started and the engine 22 is started by turning on the ignition switch 80, for example, when warming up of the catalyst 134a built in the purifier 134 is requested. Repeatedly executed.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Processing for inputting data such as Nm2, catalyst warm-up flags F1, F2, etc. is performed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the catalyst warm-up flags F1 and F2 are inputted by reading what is set by a catalyst warm-up determination routine (not shown) and written in a predetermined area of the RAM 76. Here, in the catalyst warm-up determination routine, for example, when the system is started and the engine 22 is started, a value 0 is set to the catalyst warm-up flags F1 and F2 by initialization processing, and thereafter, a temperature sensor (not shown) is used. When the detected temperature of the catalyst 134a built in the purifier 134 becomes equal to or higher than a predetermined temperature indicating completion of warm-up, a value 1 is set in the catalyst warm-up flag F1. A process of setting a value of 1 to the catalyst warm-up flag F2 is performed when a predetermined period of time that can be regarded as the completion of release of the retard of the ignition timing accompanying the warm-up operation in the process has elapsed. Therefore, the warm-up state of the catalyst 134a built in the purification device 134 can be known from the values of the catalyst warm-up flags F1 and F2. That is, when both the catalyst warm-up flags F1 and F2 are 0, the warm-up is not completed, and when the catalyst warm-up flag F1 is 1 and the catalyst warm-up flag F2 is 0, the warm-up is completed. However, when the catalyst warm-up flags F1 and F2 both have a value of 1, the cancellation of the ignition timing retard is completed. Show.

  When the data is input in this way, the required torque Tr * required for the ring gear shaft 32a as the drive shaft and the required power P * required for the entire vehicle based on the input accelerator opening Acc and the vehicle speed V are obtained. Set (step S110). Here, in the embodiment, the required torque Tr * is obtained in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map. When the vehicle speed V is given, it is set by deriving the corresponding required torque Tr * from the map. An example of the required torque setting map is shown in FIG. The required power P * is set by multiplying the set required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be calculated by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35, or can be calculated by multiplying the vehicle speed V by the conversion factor k. .

  Next, the values of the catalyst warm-up flags F1 and F2 are checked (step S120). When both of the catalyst warm-up flags F1 and F2 are 0, the warming of the catalyst 134a built in the purifier 134 is not completed. Then, a predetermined rotation speed Nset (for example, 1000 rpm) set in advance as the rotation speed for warming up the catalyst is set in the target rotation speed Ne * of the engine 22 and a value 0 is set in the target torque Te * (step). In step S140, the engine ECU 24 is instructed to operate the engine 22 in a warm-up operation state in which the ignition timing is retarded from that in normal operation and the throttle opening S is increased to increase the intake air amount (step S140). ). FIG. 5 shows the relationship between the ignition timing and the engine torque Te. In the process of step S140, if the ignition timing is retarded from the normal time (see T0 in the figure) (see T1 in the figure), the engine torque Te becomes small. The throttle opening S is adjusted so as to increase the intake air amount so that it is not output. As a result, the engine 22 is operated in a state where the ignition timing is retarded from the normal time, so that the so-called afterburning can be increased and the temperature of the exhaust gas can be increased. Can be promoted.

  When the warm-up operation is instructed, the torque command Tm1 * to be output from the motor MG1 is set to a value 0 (step S150), and the required torque Tr * set in step S110 is divided by the gear ratio Gr of the reduction gear 35. The torque command Tm2 * to be output from the motor MG2 is set (step S160).

  When the target rotational speed Ne *, the target torque Te *, and the torque commands Tm1 * and Tm2 * are thus set, the target rotational speed Ne * and the target torque Te * are sent to the engine ECU 24 and the torque commands Tm1 * and Tm2 * are set. Is transmitted to the motor ECU 40 (step S170), and this routine is terminated. Thus, the engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * sets the target rotational speed Ne * and the target torque Te * in a warm-up operation state in which the ignition timing is retarded and the intake air amount is increased. The intake air amount adjustment control (control of the throttle motor 136), ignition control (control of the ignition coil 138), fuel injection control, and the like are performed so that the vehicle is operated at the operation point indicated by. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that a torque corresponding to the torque commands Tm1 * and Tm2 * is output.

  If it is determined in step S120 that the catalyst warm-up flag F1 is 1 and the catalyst warm-up flag F2 is 0, it is determined that the catalyst 134a built in the purifier 134 has been warmed up, and the target rotational speed of the engine 22 is determined. The above-mentioned predetermined rotational speed Nset is set for Ne * and the value 0 is set for the target torque Te * (step S180), and the throttle opening S adjusted for catalyst warm-up in step S140 is fixed and the same step S140 is performed. The engine ECU 24 is instructed to cancel the retard of the ignition timing adjusted for catalyst warm-up (step S190). That is, when canceling the warm-up operation, first, only the retard of the ignition timing is canceled so that the intake air amount does not change. Considering that the ignition timing retardation and the intake air amount increase are canceled at the same time, the responsiveness of both cancellations is different, and therefore the timing is likely to shift. As can be seen from FIG. 5, when the ignition timing is retarded, the engine torque Te tends to change relatively greatly with respect to the change in the ignition timing. For this reason, unexpected torque may be output from the engine 22, the rotational speed of the engine 22 may become unstable, or exhaust emissions may deteriorate. If the increase in intake air amount is released earlier than the release of the retarded ignition timing, the amount of intake air decreases when the ignition timing is retarded, and the combustion state becomes unstable. Or misfire. The reason for canceling the warm-up operation is to cancel only the retard of the ignition timing while the throttle opening S is fixed, in order to suppress the occurrence of such problems.

  Then, the set target rotational speed Ne *, the rotational speed Nm2 of the motor MG2 input in step S100, the gear ratio ρ of the power distribution and integration mechanism 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and the gear of the reduction gear 35 Based on the ratio Gr, the target rotational speed Nm1 * of the motor MG1 is set by the following equation (1), and from the motor MG1 based on the set target rotational speed Nm1 * and the rotational speed Nm1 of the motor MG1 input in step S100. A torque command Tm1 * to be output is set (step S200). FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the ring gear 32 (ring gear). The rotational speed Nr of the shaft 32a) is shown. In the figure, two upward bold arrows on the R-axis indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is a ring gear. The torque transmitted to the shaft 32a and the torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a are shown. Expression (1) can be easily derived from the relationship between the rotational speeds of the respective axes in the alignment chart of FIG. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *, that is, the engine 22 at the target rotation speed Ne *, and “KP” in the second term on the right side in the expression (2). Indicates the gain in the proportional term, and “KI” in the third term on the right side indicates the gain in the integral term. Here, since the value 0 is set to the target torque Te * of the engine 22 in step S180, “Te *” in FIG. 6 also has the value 0, but as shown in FIG. 5, the throttle opening S If the ignition timing delay is released (advanced) while the engine is fixed, torque is output from the engine 22, and regeneration of this torque by the motor MG1 (including motor MG2) cancels the ignition timing retardation. The engine 22 is prevented from blowing up.

Nm1 * = (Ne * ・ (1 + ρ) −Nm2 / Gr) / ρ (1)
Tm1 * = previous Tm1 * + KP (Nm1 * −Nm1) + KI∫ (Nm1 * −Nm1) dt (2)

  When the torque command Tm1 * of the motor MG1 is set, the motor is based on the set torque command Tm1 *, the required torque Tr * set in step S110, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35. Torque command Tm2 * to be output from MG2 is set (step S210), each set value is transmitted to engine ECU 24 and motor ECU 40 (step S170), and this routine is terminated. Here, equation (3) can be derived from the relationship of the balance of torque on the R axis in the nomogram of FIG. The drive control of the engine 22 and the motors MG1, MG2 based on each set value has been described above.

  Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  If it is determined in step S120 that the catalyst warm-up flags F1 and F2 are both values 1, it is determined that the cancellation of the retard of the ignition timing in step S190 has been completed, and the engine ECU 24 releases the fixed release of the throttle opening S. Instructed (step S220), the required power P * set in step S110 is set in the required engine power Pe * to be output from the engine 22 (step S230), and the target of the engine 22 is set based on the set required engine power Pe *. A rotational speed Ne * and a target torque Te * are set (step S240). In the embodiment, the target rotational speed Ne * and the target torque Te * are the rotational speed and torque at which the engine 22 can operate most efficiently among the operating points at which the engine required power Pe * can be output, and the target rotational speed Ne * and the target torque. It was set as Te *. When the target rotational speed Ne * and the target torque Te * are set, the torque command Tm1 * of the motor MG1 is set by the above-described equations (1) and (2) (step S200), and the motor is calculated by the above-described equation (3). MG2 torque command Tm2 * is set (step S210), each set value is transmitted to engine ECU 24 and motor ECU 40 (step S170), and this routine is terminated. As a result, the warm-up operation of the catalyst 134a built in the purification device 134 is completely cancelled, and the engine 22 is operated and the motors MG1 and MG2 are operated while purifying the exhaust gas with the catalyst 134a.

  FIG. 7 is an explanatory diagram showing changes over time in the catalyst warm-up flags F1, F2, the throttle opening S, the ignition timing, the torque command Tm1 * of the motor MG1, and the rotational speed Ne of the engine 22. As shown in the figure, when the warming up of the catalyst 134a built in the purifier 134 is completed at time t1 and the value 1 is set in the catalyst warming up flag F1, the throttle opening S adjusted for warming up the catalyst is adjusted. The retard of the ignition timing adjusted for warming up the catalyst is released (advanced) while the engine is fixed. Therefore, when trying to cancel the throttle opening S and the retard of the ignition timing at the same time, a shift occurs in the release timing, and the operation of the engine 22 becomes unstable or exhaust emission deteriorates. There is no problem. At this time, the torque output from the engine 22 by advancing only the ignition timing while fixing the throttle opening S is regenerated by the motor MG1 (including the motor MG2). When the release of the ignition timing retardation is completed at time t2, the fixing of the throttle opening S is released and the warm-up operation is completed.

  According to the hybrid vehicle 20 of the embodiment described above, when warming-up of the catalyst 134a built in the purification device 134 is required, the ignition timing is retarded from the normal time and the throttle opening S is opened to take in the intake air. When the engine 22 is operated in the warm-up operation state where the amount is increased and the warm-up is completed, first, the retard of the ignition timing is canceled while the throttle opening S is fixed, and the retard of the ignition timing is cancelled. Since the fixation of the throttle opening S is released after the engine is released, it is possible to suppress the ignition timing and the intake air amount from changing simultaneously when the warm-up operation is released. As a result, problems due to simultaneous changes in the ignition timing and the intake air amount, for example, unexpected torque is output from the engine 22, the rotational speed of the engine 22 becomes unstable, and exhaust emission deteriorates. It is possible to prevent the combustion state from becoming unstable or misfiring. In addition, the torque output from the engine 22 when releasing the retard of the ignition timing while the throttle opening S is fixed is regenerated by the motor MG1 (including the motor MG2), so the engine when releasing the warm-up operation 22 can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when warming up the catalyst 134a built in the purification device 134, the target torque Te * is set to 0 from the engine 22 to retard the ignition timing from the normal time and to reduce the intake air amount. Although the amount is increased, the target torque Te * may be a positive value so that the ignition timing is retarded from the normal time and the intake air amount is increased. In this case, the torque (power) output from the engine 22 based on the target torque Te * is regenerated by the motor MG1 (including the motor MG2) using the same processing as steps S200 and S210 in FIG. Good.

  In the hybrid vehicle 20 of the embodiment, the crankshaft 26 of the engine 22 is connected to the motor MG1 and the motor MG2 via the power distribution and integration mechanism 30, but power can be input and output to the crankshaft 26 of the engine 22. The present invention can be applied to any type of automobile as long as it is a hybrid automobile equipped with a motor. For example, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 8, the power of the motor MG2 is different from the axle (the axle to which the drive wheels 63a and 63b are connected) to which the ring gear shaft 32a is connected (in FIG. 8). 9 may be connected to the wheels 64a and 64b), or as illustrated in the hybrid vehicle 320 of the modified example of FIG. 9, the inner rotor 332 connected to the crankshaft 26 of the engine 22 and the driving wheel. 63a, 63b, and an outer rotor 334 connected to a drive shaft that outputs power, and a counter-rotor motor 330 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power. The crankshaft of the engine 22 may be used as illustrated in the hybrid vehicle 420 of the modified example of FIG. The door 26, the drive wheels 63a, the motor 440 connected via a transmission 430 to the drive shaft that outputs power may alternatively be connected by the clutch CL to 63 b.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the automobile industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the drive device which is one Example of this invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows the relationship between ignition timing and engine torque Te. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows the mode change state of the catalyst warm-up flag F1, F2, the throttle opening degree S, the ignition timing, the torque command Tm1 * of the motor MG1, and the rotational speed Ne of the engine 22. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

Explanation of symbols

20, 220, 320, 420 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 Electric power line, 60 gear mechanism, 62 differential gear, 63a, 63b, driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 Ft lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 fuel injection valve, 128 intake valve, 130 ignition plug 132 piston, 134 purification device, 134a catalyst, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 vacuum sensor, 150 variable valve timing mechanism, 330 Counter rotor motor, 332 Inner rotor 334 Outer rotor, 430 Transmission, 440 Motor, MG1, MG2 Data.

Claims (9)

A drive device comprising: an internal combustion engine in which a purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system; and a rotating electric machine capable of inputting and outputting power to an output shaft of the internal combustion engine,
When the warming-up promotion of the purifying catalyst is requested, the internal combustion engine and the rotating electrical machine are operated so that the internal combustion engine is operated with the ignition timing and the intake air amount being in a warming-up promoting state different from the normal state. Catalyst warm-up execution means to be controlled;
When the warm-up promotion of the purification catalyst is completed, the internal combustion engine is operated by releasing the warm-up promotion state at the ignition timing while maintaining the warm-up promotion state at the intake air amount. The internal combustion engine and the rotating electrical machine are controlled so that the warm-up promotion state at the ignition timing is canceled, and then the warm-up promotion state at the intake air amount is canceled and the internal combustion engine is operated. And a catalyst warm-up canceling means for controlling the internal combustion engine and the rotating electrical machine.   The catalyst warm-up execution means sets the ignition timing as a retarded state in which the ignition timing is retarded from the normal state and an increased state in which the intake air amount is increased from the normal state. 2. The drive device according to claim 1, which is means for controlling the internal combustion engine.   The drive device according to claim 2, wherein the catalyst warm-up execution means is means for controlling the internal combustion engine so that power is not output from the internal combustion engine.   4. The drive device according to claim 1, wherein the catalyst warm-up canceling means is means for controlling the rotating electrical machine so that the internal combustion engine is operated at a predetermined rotational speed. The drive device according to any one of claims 1 to 4,
Connected to the output shaft of the internal combustion engine, the rotary shaft of the rotating electrical machine, and the drive shaft, the power based on the power input / output to any two of the three shafts is input / output to the remaining one shaft A three-axis power input / output means,
A drive device comprising: a second rotating electrical machine capable of inputting and outputting power to the drive shaft. The drive device according to any one of claims 1 to 4,
The rotating electrical machine includes a first rotor connected to an output shaft of the internal combustion engine and a second rotor connected to a drive shaft, and the first rotor and the A counter-rotor electric motor that relatively rotates the second rotor;
A drive device comprising a second rotating electrical machine capable of inputting and outputting power to the drive shaft. The drive device according to claim 5 or 6, wherein
A required driving force setting means for setting a required driving force required for the drive shaft;
The catalyst warm-up execution means and the catalyst warm-up release means control the internal combustion engine, the rotating electrical machine, and the second rotating electrical machine so that the set required driving force is output to the drive shaft. Is the drive unit.   An automobile on which the drive device according to claim 5 is mounted and the drive shaft is connected to an axle. A control method for a drive device comprising: an internal combustion engine having a purification device having a purification catalyst for purifying exhaust gas; and a rotating electric machine capable of inputting and outputting power to an output shaft of the internal combustion engine,
(A) When the warming-up promotion of the purifying catalyst is requested, the internal combustion engine and the rotation are operated so that the ignition timing and the intake air amount are operated in a warming-up promoting state different from a normal state. Control the electric machine,
(B) When the warm-up promotion of the purification catalyst is completed, the warm-up promotion state at the ignition timing is canceled and the internal combustion engine is operated while maintaining the warm-up promotion state at the intake air amount. The internal combustion engine and the rotating electrical machine are controlled so that the warm-up promoting state at the ignition timing is canceled, and then the warm-up promoting state at the intake air amount is canceled and the internal combustion engine is operated. A control method for a driving device for controlling the internal combustion engine and the rotating electrical machine.

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