JP2009096360A - Hybrid car and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To compatibly attain both the temperature rise of an electricity storage device such as a secondary battery and the exhaust clarification of an internal combustion engine in a hybrid car equipped with an internal combustion engine in which an exhaust clarification device having an exhaust clarification catalyst to be used for purifying exhaust is mounted on an exhaust system and a motor capable of outputting a power for traveling. <P>SOLUTION: When the temperature rise of a battery is requested, and the warmup of a catalyst is not requested, a charging/discharging request power Pb* requested by the battery is set by using a map for non-warmup temperature rise in order to alternately repeat charging and discharging (S150), and when the warmup of a catalyst 134a is requested, the charging/discharging request power Pb* is set by using a map for warmup temperature rise in order to set to the discharging side as much as possible (S160). Thus, it is possible to control an engine and a motor to make a vehicle travel by charging and discharging the battery with the set charging/discharging request power Pb*. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof.

Conventionally, as a charge control method for a battery, there has been proposed a method for heating a battery by performing pulse charge / discharge with equal charge / discharge amounts when the battery temperature is low (see, for example, Patent Document 1). In this method, the battery is heated by a charge / discharge loss by performing pulse charge / discharge that repeats charging and discharging in a short time.
JP 2002-125326 A

  However, when the above-described battery charge / discharge control method is applied to a battery used in a hybrid vehicle, the battery is charged / discharged as the vehicle travels. Therefore, the battery cannot be charged / discharged by pulse charge / discharge regardless of the vehicle travel. . For this reason, the battery is heated by performing charging and discharging over a relatively long time, but the timing of charging the battery and the exhaust purification attached to the exhaust system of the engine mounted on the hybrid vehicle If the timing for warming up the catalyst of the device coincides, the emission power deteriorates because the sum of the power for running and the power for charging the battery is output from the engine before the catalyst warms up. Cases arise.

  The main object of the hybrid vehicle and the control method thereof of the present invention is to achieve both the temperature rise of a power storage device such as a secondary battery and the exhaust purification of an internal combustion engine.

  The hybrid vehicle of the present invention and its control method employ the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine in which an exhaust purification device having an exhaust purification catalyst used to purify exhaust is attached to an exhaust system;
A generator that generates power using at least a portion of the power from the internal combustion engine;
An electric motor capable of outputting driving power;
Power storage means capable of exchanging electric power with the generator and the motor;
A required driving force setting means for setting a required driving force required for traveling;
When the temperature increase request for the power storage means is made, and when the exhaust purification catalyst is not requested to warm up, the vehicle is driven by the set required driving force with the temperature increase of the power storage means due to charge / discharge of the power storage means. The internal combustion engine, the generator, and the electric motor are controlled so that when the exhaust purification catalyst is required to be warmed up, the discharge of the power storage means is increased due to charging / discharging of the power storage means, which discharges more than charge. Control means for controlling the internal combustion engine, the generator and the electric motor so as to travel with the set required driving force with temperature;
It is a summary to provide.

  In the hybrid vehicle of the present invention, when a temperature increase request for the power storage means is made, and when warming up of the exhaust purification catalyst is not requested, the vehicle is required to travel with a temperature increase of the power storage means due to charge / discharge of the power storage means. The internal combustion engine, the generator, and the motor are controlled so that the vehicle travels with the required driving force. When warming up of the exhaust purification catalyst is requested, the storage means is increased by charging / discharging of the storage means, which discharges more than the charge. The internal combustion engine, the generator, and the electric motor are controlled so as to travel with the required driving force required for traveling with temperature. Therefore, when the temperature increase request for the power storage means is made and the warming-up of the exhaust purification catalyst is requested, the output of power from the internal combustion engine to charge the power storage means can be suppressed. Thus, it becomes easy to operate the internal combustion engine so as to promote warming up of the exhaust purification catalyst, and warming up of the exhaust purification catalyst can be completed more quickly even when the temperature of the power storage means is increased. As a result, it is possible to achieve both the temperature rise of the power storage means and the exhaust gas purification of the internal combustion engine. Of course, it is possible to travel with the required driving force required for traveling.

  In such a hybrid vehicle of the present invention, the control means is required to warm up the exhaust purification catalyst when an integrated value obtained by integrating the intake air amount of the internal combustion engine or a physical quantity related to the intake air amount is less than a predetermined value. It is possible to control that the exhaust purification catalyst is not requested to be warmed up when the integrated value is equal to or greater than a predetermined value. This is based on the fact that the warm-up of the exhaust purification catalyst tends to be faster as the integrated value of the intake air amount of the internal combustion engine is larger.

  In the hybrid vehicle of the present invention, the predetermined value may be a value that tends to increase as the cooling water temperature of the internal combustion engine decreases. The lower the cooling water temperature of the internal combustion engine, the lower the temperature of the exhaust purification catalyst is often, and the lower the cooling water temperature of the internal combustion engine, the slower the completion of warming up of the exhaust purification catalyst.

  Further, in the hybrid vehicle of the present invention, the control means has a range in which the power storage means is not overdischarged and overcharged when a temperature increase request is made for the power storage means and when the exhaust purification catalyst is not warmed up. It can also be a means for raising the temperature of the power storage means by charging or discharging the battery.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine in which an exhaust gas purification device having an exhaust gas purification catalyst used for purifying exhaust gas is attached to an exhaust system, a generator that generates electric power using a part of the power from the internal combustion engine, and driving power A control method when a temperature increase request for the power storage means is made in a hybrid vehicle comprising: an electric motor capable of output; and a power storage means capable of exchanging power with the generator and the motor,
When the warming-up of the exhaust purification catalyst is not requested, the internal combustion engine, the generator, and the engine are driven so as to travel with the required driving force required for traveling with a temperature rise of the power storage means due to charging / discharging of the power storage means. When the engine is controlled and warming-up of the exhaust purification catalyst is requested, the required drive required for traveling with the temperature rise of the power storage means due to charging / discharging of the power storage means, which discharges more than charge. Controlling the internal combustion engine, the generator, and the electric motor to travel by force,
It is characterized by that.

  In this hybrid vehicle control method of the present invention, when a temperature increase request for the power storage means is made, and when warming up of the exhaust purification catalyst is not requested, the vehicle travels with a temperature increase of the power storage means due to charge / discharge of the power storage means. The internal combustion engine, the generator, and the electric motor are controlled so that the vehicle travels with the required driving force required by the engine. The internal combustion engine, the generator, and the motor are controlled so as to travel with the required driving force required for traveling with the temperature rise of the means. Therefore, when the temperature increase request for the power storage means is made and the warming-up of the exhaust purification catalyst is requested, the output of power from the internal combustion engine to charge the power storage means can be suppressed. Thus, it becomes easy to operate the internal combustion engine so as to promote warming up of the exhaust purification catalyst, and warming up of the exhaust purification catalyst can be completed more quickly even when the temperature of the power storage means is increased. As a result, it is possible to achieve both the temperature rise of the power storage means and the exhaust gas purification of the internal combustion engine. Of course, it is possible to travel with the required driving force required for traveling.

  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 the configuration of a hybrid vehicle 20 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 drive system of the vehicle.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the combustion chamber through the intake valve 128 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust from the engine 22 is a purification device incorporating a three-way catalyst 134a (hereinafter simply referred to as "catalyst") that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). It is discharged to the outside air through 134.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. The cooling water temperature Tw from the engine, the intake valve 128 that performs intake and exhaust to 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 exhaust valve, and the throttle valve position that detects the position of the throttle valve 124 The throttle position from the sensor 146, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, the air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen sensor Such as oxygen signal from 35b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication 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 operation state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  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.

  Both motor MG1 and motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with 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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  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. Further, the battery ECU 52 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, or the battery ECU 52 based on the calculated remaining capacity SOC and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge 50, are calculated. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limit correction coefficient and the input limit are set based on the remaining capacity SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity SOC of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  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 the 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 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 so as 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 thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 5 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  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 necessary for control, such as Nm2, remaining capacity SOC, input / output limits Win and Wout of battery 50, battery temperature Tb, and warm-up request flag F indicating whether or not warm-up of catalyst 134a is requested. Execute (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 remaining capacity SOC is input from the battery ECU 52 by communication from a charge / discharge current integrated value detected by a current sensor (not shown), and the input / output limits Win and Wout of the battery 50 are: A value set based on the battery temperature Tb of the battery 50 and the remaining capacity SOC of the battery 50 is also input from the battery ECU 52 by communication. Further, the battery temperature Tb detected by the temperature sensor 51 is input from the battery ECU 52 by communication. As the warm-up request flag F, the one set by the flag setting routine illustrated in FIG. 6 is input from the engine ECU 24 by communication. The flag setting routine is repeatedly executed every predetermined time (for example, every several msec). Hereinafter, the description of the drive control routine of FIG. 5 will be temporarily interrupted, and the flag setting routine of FIG. 6 will be described.

  When the flag setting routine is executed, the CPU 24a of the engine ECU 24 first inputs data such as the intake air amount Qa from the air flow meter 148 (step S300), and the integrated intake air calculated when this routine was executed last time. The integrated intake air amount Qint is calculated by adding the intake air amount Qa to the amount (previous Qint) (step S310). Here, the integrated intake air amount Qint corresponds to an integrated value of the intake air amount Qa after the engine 22 is started, and is reset to a value of 0 at the start of the start of the engine 22.

  Subsequently, a value 0 is set as an initial value, and a value of a threshold setting completion flag G that is set to a value 1 when a threshold value Qref described later is set (step 320). When the engine temperature is 0, the cooling water temperature Tws as the cooling water temperature Tw when the engine 22 is started is input from the water temperature sensor 142 (step S330), and the threshold value Qref is set based on the input starting cooling water temperature Tws (step S330). Step S340), a value 1 is set to the threshold setting completion flag G (Step S350). Here, the threshold value Qref is used to determine whether or not the warming-up of the catalyst 134a has been completed. In this embodiment, the threshold value Qref is determined in advance by determining the relationship between the starting coolant temperature Tws and the threshold value Qref. It is stored in the ROM 74 as a setting map, and when the starting coolant temperature Tws is given, the corresponding threshold value Qref is derived and set from the stored map. FIG. 7 shows an example of the threshold setting map. As shown in the figure, the threshold value Qref is set so as to increase as the starting coolant temperature Tws decreases. This is because the temperature of the catalyst 134a is often lower as the cooling water temperature Tws at the start is lower, and the total amount of heat required for completing the warming up of the catalyst 134a becomes larger, so that the warming up of the catalyst 134a is delayed. . When the value 1 is set in the threshold setting completion flag G, when this routine is executed after the next time, the process proceeds to step S360 without executing the processes of steps S330 to S350.

  Subsequently, the integrated intake air amount Qint is compared with the threshold value Qref (step S360). When the integrated intake air amount Qint is less than the threshold value Qref, it is determined that the warming-up of the catalyst 134a is not completed, and the warm-up request flag F 1 is transmitted to the hybrid electronic control unit 70 (step S370), the flag setting routine is terminated, and when the integrated intake air amount Qint is equal to or greater than the threshold value Qref, the warming up of the catalyst 134a is completed. The warm-up request flag F is set to 0 and transmitted to the hybrid electronic control unit 70 (step S380), and the flag setting routine is terminated. Thus, since it is determined whether or not the catalyst 134a has been warmed up based on the integrated intake air amount Qint and the threshold value Qref based on the starting coolant temperature Tws, the warming up of the catalyst 134a is requested. It can be determined more appropriately whether or not.

  The flag setting routine has been described above. Returning to the description of the drive control routine of FIG. When data is input in step S100, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V. Similarly, the drive shaft required power Pr * required for the ring gear shaft 32a as the drive shaft is set (step S110). In the embodiment, the required torque Tr * is determined 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, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 8 shows an example of the required torque setting map. The drive shaft required power Pr * can be calculated as the product of the set required torque Tr * and the rotation speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, the battery temperature Tb is compared with a threshold value Tref (step S120). Here, the threshold value Tref is used for determining whether or not the temperature increase of the battery 50 is requested, and for example, 0 ° C. or 5 ° C. can be used. When the battery temperature Tb is equal to or higher than the threshold value Tref, it is determined that the battery 50 is in a normal time when the temperature increase is not requested, and the charge / discharge required power Pb * is set (step S130). Here, the normal charge / discharge required power Pb * is determined in the ROM 74 as a normal charge / discharge required power setting map by predetermining the relationship between the remaining capacity SOC of the battery 50 and the charge / discharge required power Pb * in the embodiment. When the remaining capacity SOC is given, the corresponding charge / discharge required power Pb * is derived and set from the stored map. An example of the normal charge / discharge required power setting map is shown in FIG. In normal times, as shown in the figure, the charge / discharge required power Pb * is set to a constant charge power Pc when the remaining capacity SOC is lower than a threshold SL0 lower than the target remaining capacity SOC * (for example, 60%). A constant discharge power Pd is set when the SOC is higher than the threshold value SH0 higher than the target remaining capacity SOC *, and when the remaining capacity SOC is equal to or higher than the threshold value SL0 and lower than the threshold value SH0, the target remaining capacity SOC * is 0 (no charge / discharge). As the remaining capacity SOC is larger, the tendency to change from the charging power Pc toward the discharging power Pd is set. That is, at the normal time, the charge / discharge required power Pb * is set so that the remaining capacity SOC of the battery 50 approaches the target remaining capacity SOC *.

  When the required charge / discharge power Pb * is set in this way, the required vehicle power P * required for the vehicle is set by subtracting the required charge / discharge power Pb * from the drive shaft required power Pr * and adding loss Loss (step S170). ), The value of the warm-up request flag F is checked (step S180). When the warm-up request flag F is 0, the target rotational speed Ne * as an operating point at which the engine 22 should be operated based on the vehicle required power P *. And the target torque Te * are set (step S190). The target rotational speed Ne * and the target torque Te * of the engine 22 are set based on an operation line for efficiently operating the engine 22 and a vehicle required power P *. FIG. 10 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant vehicle required power P * (Ne * × Te *).

  Next, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). Formula (2) is calculated based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30. To calculate the torque command Tm1 * of the motor MG1 (step S200). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 11 shows an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with power output from the engine 22. 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 rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Then, the torque command Tm1 * calculated by dividing the required torque Tr * by the gear ratio ρ of the power distribution and integration mechanism 30 is added and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (3) (step S210), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And formula (5) (step S220) and the set temporary torque Tm2tmp is calculated by formula (6). Click restriction Tm2min, to limit to set a torque command Tm2 * of the motor MG2 by Tm2max (step S230). Here, equation (6) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S240), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. Further, the motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel.

  When the warm-up request flag F is a value 1 in step S180, the vehicle required power P * is compared with the threshold value Pref (step S250). Here, the threshold value Pref is used to determine whether or not the vehicle required power P * can be covered only by the power from the motor MG2. For example, the output limit Wout of the battery 50 is used. Can do. When the vehicle required power P * is equal to or greater than the threshold value Pref, it is determined that warming up of the catalyst 134a is requested but power from the engine 22 is required, and the processing of steps S190 to S240 described above is executed to execute a drive control routine. Exit. On the other hand, when the vehicle required power P * is less than the threshold value Pref, it is determined that warming up of the catalyst 134a is requested and the vehicle required power P * can be covered only by the power from the motor MG2, and the target of the engine 22 is determined. The idle speed Nidl (for example, 1000 rpm or 1200 rpm) is set to the rotational speed Ne * and a value 0 is set to the target torque Te * (step S260), and a warm-up operation command for the catalyst 134a of the engine 22 is sent to the engine ECU 24. (Step S270), the torque command Tm1 * of the motor MG1 is set to a value of 0 (step S280), and the set target rotational speed Ne *, target torque Te *, and torque command Tm1 * of the motor MG1 are set. Using the above-described steps S210 to S240, the drive control routine is completed. That. The engine ECU 24 that has received the warming-up command for the catalyst 134a, for example, operates the engine 22 with the ignition timing of the engine 22 delayed from that during normal operation when the catalyst 134a is not warmed up. The reason why the ignition timing of the engine 22 is made later than that during normal operation is that much of the combustion energy of the engine 22 is supplied to the catalyst 134a as heat and used for warming up.

  When the battery temperature Tb is lower than the threshold value Tref in step S120, the value of the warm-up request flag F is checked (step S140). When the warm-up request flag F is 0, it is requested that the battery 50 be warmed. It is determined that the warm-up of 134a is not requested at the time of non-warm-up temperature rise, and the charge / discharge required power setting at the time of non-warm-up temperature rise determined in advance as the relationship between the remaining capacity SOC and the required charge / discharge power Pb * The charge / discharge request power Pb * is set using the map for use (step S150), the vehicle request power P * is set using the set charge / discharge request power Pb * (step S170), and the warm-up request flag F is set. The value is checked (step S180), and it is considered that the warm-up request flag F is 0. Therefore, the processing of steps S190 to S240 described above is executed, and the drive control routine is executed. To the end. FIG. 12 shows an example of a non-warm warm-up charge / discharge required power setting map and a warm-up warm-up charge / discharge required power setting map described later. In the figure, a solid line indicates a map for setting power required for charging / discharging during non-warm warming, and a dashed line indicates a map for setting power required for charging / discharging during warming-up described later. For reference, FIG. 12 also shows the above-described normal charge / discharge required power setting map with a two-dot chain line. When the temperature is not warmed up, the required charge / discharge power Pb * is a constant discharge-side power when the remaining capacity SOC is equal to or higher than the target remaining capacity SOC * at the start of temperature increase control, as shown by the solid line in FIG. When the discharge power Pd is set and the remaining capacity SOC is less than the target remaining capacity SOC *, the charge power Pc which is a constant charge side power is set, and thereafter the discharge power Pd is set as the charge / discharge required power Pb *. When the remaining capacity SOC is less than a threshold value SL1 (for example, SL1 <SL0), the charging power Pc is set. When the charging power Pc is set as the charge / discharge request power Pb *, the remaining capacity SOC is the threshold value. Discharge power Pd is set when it becomes more than SH1 (for example, SH1> SH0). In other words, in this case, the charge / discharge required power Pb * is set to the discharge power Pd or the charge power Pc with hysteresis characteristics, so that the charge / discharge loss of the battery 50 can be increased, and the battery 50 is heated faster. be able to. In this case, since the time for which the charging power Pc or the discharging power Pd is set to the charging / discharging required power Pb * is increased, frequent switching between charging and discharging of the battery 50 is also suppressed.

  On the other hand, when the warm-up request flag F is a value of 1 in step S140, it is determined that the warming-up time when the temperature of the battery 50 is requested and the warming of the catalyst 134a is requested is determined, and the remaining capacity is reached. Charging / discharging required power Pb * is set using the above-mentioned map for setting charging / discharging required power during warming-up / warming-up shown in FIG. 12 previously determined as the relationship between SOC and charging / discharging required power Pb * (step S160), The vehicle required power P * is set using the set charge / discharge required power Pb * (step S170), and the value of the warm-up request flag F is examined (step S180). Therefore, the processes of steps S250 to S280 and steps S210 to S240 described above are executed, and the drive control routine is terminated. At the time of warming-up, the charge / discharge required power Pb * is set to the discharge power Pd when the remaining capacity SOC is greater than or equal to the threshold SL2 smaller than the threshold SL1 at the start of the temperature rise control, as shown by the one-dot chain line in FIG. Thereafter, when the discharge power Pd is set as the charge / discharge required power Pb *, a constant charge power Pc is set when the remaining capacity SOC becomes less than the threshold SL2, and the charge power Pc is set as the charge / discharge required power Pb *. Is set, the discharge power Pd is set when the remaining capacity SOC exceeds a threshold value SH2 (for example, SLO <SH2 <SOC *). That is, in this case, the charge / discharge required power Pb * is set to a constant discharge power Pd or charge power Pc with hysteresis characteristics as in the non-warm warm-up charge / discharge power setting map. Pc is set. Thereby, vehicle required power P * is likely to be smaller than that during non-warm-up temperature rise, and it is easy to determine in step S250 that vehicle required power P * is less than threshold value Pref. For this reason, at the time of warming up, it becomes easy to operate the engine 22 so as to promote the warming up of the catalyst 134a, and even when the temperature of the battery 50 is raised, the warming up of the catalyst 134a can be completed more quickly. As a result, it is possible to achieve both the temperature rise of the battery 50 and the exhaust purification of the engine 22.

  FIG. 13 shows an example of how the charging / discharging request power Pb * and the remaining capacity SOC that are set during the warm-up temperature increase when the warm-up control of the battery 50 is requested when the catalyst 134a is requested to warm up are changed over time. It is explanatory drawing which shows. As shown in the figure, as the charge / discharge required power Pb *, when the remaining capacity SOC is equal to or higher than the threshold SL2 at the time t0 when the battery temperature rise is requested, the discharge power Pd that is a constant discharge side power is set. The remaining capacity SOC decreases, and the charging power Pc is set after time t1 when the remaining capacity SOC reaches the threshold value SL2, so that the remaining capacity SOC increases. Then, after time t2 when the remaining capacity SOC reaches the threshold value SH2, the charge / discharge required power Pb * is set again as the discharge power Pd, and thereafter, the charge / discharge of the battery 50 is repeated. Therefore, at the time of warming up, the charge / discharge required power Pb * is set such that the discharge power Pd is set (time t1 to time t1) rather than the time (time from time t1 to time t2) when the charge power Pc is set. Is set so that there is more discharge than charging. Thereby, the value of the vehicle required power P * required for the engine 22 described above can be reduced as much as possible. Then, by reducing the value of the vehicle required power P * as much as possible, it becomes easier to determine that the vehicle required power P * is less than the threshold value Pref, and it is easy to operate the engine 22 to promote warm-up of the catalyst 134a. It becomes. Therefore, even when the temperature of the battery 50 is raised, the warming up of the catalyst 134a can be completed more quickly. As a result, it is possible to achieve both the temperature rise of the battery 50 and the exhaust purification of the engine 22.

  According to the hybrid vehicle 20 of the embodiment described above, it is determined whether or not the warming-up of the catalyst 134a is requested based on the accumulated intake air amount Qint of the engine 22, and when the temperature of the battery 50 is requested to be raised. In addition, when the warming up of the catalyst 134a is not requested, the charging / discharging required power Pb * required by the battery 50 is set using the charging / discharging required power setting map at the time of non-warming up temperature rise, and the warming up of the catalyst 134a is performed. When requested, the charging / discharging required power Pb * is set so as to be on the discharging side as much as possible using the charging / discharging required power setting map for warming up temperature rise, and the set charging / discharging required power Pb * is charged to the battery 50. Since the engine 22 and the motors MG1, MG2 are controlled so as to run with discharge, when the warming-up of the catalyst 134a is requested, the engine 22 is requested. That the vehicle power demand P * value can be reduced as much as possible of, it becomes easy to operate the engine 22 so as to facilitate the warming up of the catalyst 134a. Therefore, even when the temperature of the battery 50 is raised, the warming up of the catalyst 134a can be completed more quickly. As a result, it is possible to achieve both the temperature rise of the battery 50 and the exhaust purification of the engine 22.

  In the hybrid vehicle 20 of the embodiment, it is determined whether the warming-up of the catalyst 134a is requested using the integrated intake air amount Qint that is an integrated value of the intake air amount Qa of the engine 22. Whether or not the warm-up of the vehicle is requested may be determined based on a physical value related to the intake air amount, for example, an integrated value set based on the throttle opening. Regardless of the integrated value, for example, a temperature sensor may be attached to the catalyst 134a, and it may be determined whether the warming-up of the catalyst 134a is requested based on the catalyst temperature detected by the temperature sensor.

  In the hybrid vehicle 20 of the embodiment, the threshold value Qref is set so as to increase as the starting coolant temperature Tws decreases as shown in FIG. 7. The threshold value Qref may be set such that the lower the value is, the larger the value becomes in a curve or in steps with one or more steps. The threshold value Qref may be a fixed value regardless of the starting coolant temperature Tws.

  In the hybrid vehicle 20 of the embodiment, the charge / discharge required power setting map at the time of non-warm-up temperature rise and warm-up temperature rises immediately after the low remaining amount threshold SL1, less than SL2, or the higher remaining amount threshold SH1, SH2. Although charging / discharging is switched, charging / discharging switching may be performed smoothly, as long as it is charged or discharged within a range not overcharged and overdischarged particularly when the temperature is not warmed up. The value of the target remaining capacity SOC * may be changed according to the current remaining capacity SOC with hysteresis. Further, the charging / discharging required power Pb * is set to a constant charging power Pc or discharging power Pd with hysteresis, but may be set to a value corresponding to the remaining capacity SOC with hysteresis.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is operated so as to promote the warm-up of the catalyst 134a, the idling speed Niid is set as the target speed Ne * of the engine 22 and the value 0 is set as the target torque Te *. However, the target torque Te * is not limited to the value 0, and a slight load operation may be performed. Further, the target rotational speed Ne * of the engine 22 is not limited to the idle rotational speed Nidl, and may be a rotational speed slightly higher than Nidl.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. It may be connected to an axle (an axle connected to the wheels 63c and 63d in FIG. 13) different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG 1 and the drive shaft are connected to the power distribution and integration mechanism 30 and the motor MG 2 is connected to the drive shaft via the reduction gear 35 to exchange power with the motors MG 1 and MG 2. The engine includes a battery 50 that performs the above operation, but includes an engine in which a purification device having a catalyst 134a used for purifying exhaust gas is attached to an exhaust system, and a generator that generates power using at least part of the power from the engine As long as the vehicle is a hybrid vehicle including a motor capable of outputting driving power and a battery capable of exchanging electric power with the generator and the motor, the hybrid vehicle may have any configuration. Moreover, it is good also as a form of the control method of such a hybrid vehicle.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 in which the purification device 134 having the catalyst 134a used for purifying the exhaust is attached to the exhaust system corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “generator”, and the motor MG2 Corresponds to “motor”, the battery 50 corresponds to “power storage means”, and the processing of step S110 of the drive control routine of FIG. 5 for setting the required torque Tr * based on the accelerator opening Acc and the vehicle speed V is executed. The hybrid electronic control unit 70 corresponds to “required driving force setting means”, and when the battery temperature Tb is equal to or higher than the threshold Tref, the required power Pb * is set using the normal charge / discharge required power setting map of FIG. When the battery temperature Tb is lower than the threshold value Tref and the warm-up request flag F is 1, the charge / discharge is performed using the non-warm warm-up charge / discharge required power setting map shown in FIG. When the desired power Pb * is set, and when the battery temperature Tb is less than the threshold value Tref and the warm-up request flag F is 0, the charge / discharge required power Pb * is determined using the warm-up temperature rise charge / discharge required power setting map of FIG. The target rotational speed of the engine 22 is set so that the battery 50 is charged / discharged with the set charge / discharge required power Pb * and the required drive force Tr * required for traveling is output to the ring gear shaft 32a as the drive shaft. 5 is set and transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the motor ECU 40. The warm-up request flag F is determined based on whether the integrated intake air amount Qint of the control unit 70 and the engine 22 is equal to or greater than the threshold value Qref. A flag setting routine of FIG. 6 that is set and transmitted to the hybrid electronic control unit 70 is executed, and the engine ECU 24 that controls the engine 22 based on the target rotational speed Ne * and the target torque Te *, and torque commands Tm1 *, The motor ECU 40 that controls the motors MG1 and MG2 based on Tm2 * corresponds to “control means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but is an exhaust used for purifying exhaust gas such as a hydrogen engine. As long as the exhaust purification device having the purification catalyst is attached to the exhaust system, any device may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor that generates electric power using power from an internal combustion engine. I do not care. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can input and output power, such as an induction motor. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with an electric motor and a generator such as a capacitor. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. Any one that sets the required torque required for the drive shaft, such as those that set the required torque based on the travel position in the travel route for those that have a preset travel route I do not care. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, a warm-up request flag F is set based on the cumulative intake air amount Qint of the engine 22, and when the battery temperature Tb is equal to or higher than the threshold Tref, the normal charge / discharge required power setting map of FIG. Is used to set the required power Pb *, and when the battery temperature Tb is less than the threshold value Tref and the warm-up request flag F is 1, the charge / discharge is performed using the non-warm warm-up charge / discharge required power setting map of FIG. When the required power Pb * is set, the battery temperature Tb is less than the threshold value Tref, and the warm-up request flag F is 0, the charge / discharge required power Pb * is used using the warm-up temperature increase / decrease charge / discharge required power setting map shown in FIG. The battery 50 is charged / discharged with the set charge / discharge required power Pb * and the required drive force Tr * required for traveling is output to the ring gear shaft 32a as the drive shaft. The target rotational speed Ne * and target torque Te * of the motor 22 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2. When the temperature increase request for the power storage means is made, and when the exhaust purification catalyst is not requested to warm up, the vehicle is driven by the set required driving force with the temperature increase of the power storage means due to charge / discharge of the power storage means. The internal combustion engine, the generator, and the electric motor are controlled so that when the exhaust purification catalyst is required to be warmed up, the discharge of the power storage means is increased due to charging / discharging of the power storage means, which discharges more than charge. Any device may be used as long as it controls the internal combustion engine, the generator, and the electric motor so as to travel with the set required driving force with temperature. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity SOC of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. 4 is a flowchart showing an example of a flag setting routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the relationship between the cooling water temperature Tw and the threshold value Qref. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the normal time charging / discharging request | requirement power setting map. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing which shows an example of the charging / discharging request | requirement power setting map at the time of non-warming temperature rising, and the map for charging / discharging request | requirement power setting at the time of warming temperature rising. It is explanatory drawing which shows an example of the mode of a time change of charging / discharging request | requirement power Pb * set at the time of warming-up temperature, and remaining capacity SOC. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 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 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 R OM, 76 RAM, 80 ignition switch, 81 shift 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 Spark plug, 132 Piston, 134 Purification device, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow Meter, 149 temperature sensor, 150 variable valve timing mechanism, 230 pair rotor motor, 232 inner Rotor 234 Outer rotor, MG1, MG2 motor.

Claims (5)

An internal combustion engine in which an exhaust purification device having an exhaust purification catalyst used to purify exhaust is attached to an exhaust system;
A generator that generates power using at least a portion of the power from the internal combustion engine;
An electric motor capable of outputting driving power;
Power storage means capable of exchanging electric power with the generator and the motor;
A required driving force setting means for setting a required driving force required for traveling;
When the temperature increase request for the power storage means is made, and when the exhaust purification catalyst is not requested to warm up, the vehicle is driven by the set required driving force with the temperature increase of the power storage means due to charge / discharge of the power storage means. The internal combustion engine, the generator, and the electric motor are controlled so that when the exhaust purification catalyst is required to be warmed up, the discharge of the power storage means is increased due to charging / discharging of the power storage means, which discharges more than charge. Control means for controlling the internal combustion engine, the generator and the electric motor so as to travel with the set required driving force with temperature;
A hybrid car with   The control means controls that the exhaust purification catalyst is required to be warmed up when an integrated value obtained by integrating the intake air amount of the internal combustion engine or a physical quantity related to the intake air amount is less than a predetermined value, 2. The hybrid vehicle according to claim 1, wherein said hybrid vehicle is means for controlling that warming up of said exhaust purification catalyst is not requested when said value is equal to or greater than a predetermined value.   The hybrid vehicle according to claim 2, wherein the predetermined value is a value that is set to increase as the cooling water temperature of the internal combustion engine decreases.   The control means performs charging or discharging within a range in which the power storage means is not overdischarged or overcharged when a temperature increase request is made for the power storage means, and when warming up of the exhaust purification catalyst is not requested. The hybrid vehicle according to any one of claims 1 to 3, wherein the hybrid vehicle is means for raising the temperature of the power storage means. An internal combustion engine in which an exhaust gas purification device having an exhaust gas purification catalyst used for purifying exhaust gas is attached to an exhaust system, a generator that generates electric power using a part of the power from the internal combustion engine, and driving power A control method when a temperature increase request for the power storage means is made in a hybrid vehicle comprising: an electric motor capable of output; and a power storage means capable of exchanging power with the generator and the motor,
When the warming-up of the exhaust purification catalyst is not requested, the internal combustion engine, the generator, and the engine are driven so as to travel with the required driving force required for traveling with a temperature rise of the power storage means due to charging / discharging of the power storage means. When the engine is controlled and warming-up of the exhaust purification catalyst is requested, the required drive required for traveling with the temperature rise of the power storage means due to charging / discharging of the power storage means, which discharges more than charge. Controlling the internal combustion engine, the generator, and the electric motor to travel by force,
A control method for a hybrid vehicle.

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