JP2010167941A - Charge control device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To regenerate PM (particulate matter) in appropriate timing in a hybrid vehicle. <P>SOLUTION: The hybrid vehicle includes: a start/stop switch for switching start/stop of an internal combustion engine and an electric motor-generator; a power storage means to be charged by an external electric source; a filter for collecting particulate matters in exhaust gas; and a regeneration means for controlling the internal combustion engine so that regeneration is performed in response to an execution instruction. A charge control device for controlling charging of the hybrid vehicle includes: a determining means for determining whether the regeneration is in process or not; and a charge control means for controlling the power storage means, during the processing, to be charged up to a predetermined remaining amount set less than a reference remaining amount that is set for the state where the regeneration is not in process. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a charge control device in a hybrid vehicle that can capture and regenerate particulate matter in exhaust gas, for example, equipped with a diesel particulate filter or the like.

  A hybrid vehicle to be controlled by this type of charge control device includes a diesel particulate regenerator provided with a diesel particulate filter or the like that collects particulate matter in exhaust gas on an exhaust passage of an internal combustion engine. There is something to have. In the present specification, hereinafter, particulate matter (PM) in the exhaust gas is simply referred to as “PM”, and the diesel particulate filter is simply referred to as “DPF”.

  In the DPF, in order to prevent clogging due to the accumulation of PM and the deterioration of the power performance of the internal combustion engine or the like, PM regeneration is performed in which the accumulated PM is combusted according to the amount of collected PM. Specifically, by increasing the output of the internal combustion engine, the exhaust temperature in the exhaust passage in which the filter is disposed is increased, so that the accumulated PM is combusted.

  Patent Document 1 discloses that the engine output during PM regeneration is set to be larger than that during traveling using normal engine power, so that the exhaust temperature can be increased more quickly and PM regeneration can be performed in a short period of time. A technique to complete in between is disclosed. Patent Document 2 discloses a PM regeneration technique in a plug-in hybrid vehicle that can charge power from an external power source to a battery.

JP 2002-242721 A JP 2008-195315 A

  However, with the techniques described in Patent Documents 1 and 2 described above, depending on the traveling conditions of the user, there may be a case where a very long time is required until PM regeneration is completed. For example, if the user stops the vehicle by turning off the ignition key while PM regeneration is being performed, PM regeneration is also interrupted. When such an operation is repeated, there is a problem that PM is chronically accumulated on the filter and the power performance of the engine is remarkably deteriorated. In particular, in the case of a plug-in hybrid vehicle that can be charged from an external power source, the driving conditions become more complicated, and this problem becomes more serious.

  The present invention has been made in view of the above-described problems, for example, and an object thereof is to provide a charge control device in a hybrid vehicle capable of executing PM regeneration at a suitable timing.

  In order to solve the above problems, a charging control device according to the present invention includes a start / stop switch capable of switching between starting and stopping in an internal combustion engine and a motor generator functioning as a power source, and an external power source in addition to charging by the motor generator The storage means capable of charging by means of a filter, a filter for collecting particulate matter contained in the exhaust of the internal combustion engine, and a regeneration process for burning the collected particulate matter according to an execution command In a hybrid vehicle comprising a regeneration processing means for controlling the combustion of the internal combustion engine to be executed, a charge control device for controlling the charging of the storage means, preceding the charging by the external power source. Or at the same time, it is determined whether or not the reproduction process is being executed and the process is switched to the stop by the start / stop switch. And determining that the power storage means is charged until the remaining charge amount of the power storage means reaches a preset reference remaining capacity when it is determined that the process is not in the middle of processing, And charging control means for controlling the power storage means so as to be charged until the remaining charge amount reaches a predetermined remaining amount set to be less than the reference remaining amount when it is determined that the state is in a state.

  The “internal combustion engine” in the present invention has at least one cylinder, and at least a part of the power as explosive power generated when various fuels such as gasoline, light oil, or alcohol are burned in the combustion chamber of each cylinder. Refers to an engine that can be output to the axle of a hybrid vehicle via an output shaft such as a crankshaft, for example, via a mechanical transmission path such as a piston and a connecting rod, such as a 2-cycle or 4-cycle reciprocating engine. Point to. Especially in the case of diesel, the problem of PM is remarkable and the present invention is more effective.

  In addition, the plug-in hybrid vehicle according to the present invention operates using electric power charged in power storage means such as a battery, for example, a “motor generator” that can take the form of a motor or a motor generator (in other words, A device that functions as a “motor” during power running and functions as a “generator” during regeneration. This motor generator functions as a power source together with the internal combustion engine, and directly with respect to the axle by various power control such as current control, voltage control or power control via an inverter or various PCUs (Power Control Units), for example. Indirectly or indirectly, it is configured to be able to output power according to the discharge power from various power storage means such as a battery. In this internal combustion engine, for example, a generator that can take the form of a generator or a motor generator is connected directly or indirectly to an engine output shaft such as a crankshaft, and power can be appropriately generated by the power of the internal combustion engine. It may be configured.

  The “start / stop switch” can switch between starting and stopping the internal combustion engine and the motor generator. For example, an ignition switch that switches the vehicle to a soaked state (that is, a state where both the motor generator and the internal combustion engine are stopped).

  The hybrid vehicle according to the present invention includes “electric storage means” that functions as a power source for the motor generator and can be charged by external power supplied from an external power source. Here, the “external power source” refers to, for example, various types of power sources that are installed at home or have portability (suitable forms include, for example, a household outlet and a dedicated or general-purpose charging plug as appropriate), Alternatively, it refers to various power sources or the like installed as dedicated or general-purpose infrastructure facilities or the like in urban areas or suburban areas (which may be attached to, for example, a gas station or a similar infrastructure facility). That is, the plug-in hybrid vehicle according to the present invention is configured such that the state of charge of the power storage means can be controlled relatively freely based on the driver's intention and the like.

  The “storage means” includes, for example, a hybrid battery configured to function as a power source for the motor generator. For example, when the motor generator according to the present invention functions as power regeneration means, the power storage means is configured to use the regenerative power. For example, when the plug-in hybrid vehicle includes a generator, the power generation means The battery can be appropriately charged with electric power, and can be appropriately charged by energization using external electric power supplied from an external power source (that is, different from electric power generated inside the hybrid vehicle).

  A “filter” is disposed on the exhaust passage of the internal combustion engine, and collects PM contained in the exhaust of the internal combustion engine. That is, in the process of combustion in the combustion chamber of the internal combustion engine, unburned solid carbon particles (for example, soot (soot)), or HC, particularly sticky SOF (Solvable Organic Fraction), etc., adhere to it as appropriate. A filter such as a DPF that can take various forms such as a ceramic wall flow type, a metal flow through type, or a metal wall flow type is provided, which can capture PM as a concept encompassing various particulate matters generated by .

  The regeneration processing means controls the combustion of the internal combustion engine so that a regeneration process for burning the particulate matter collected according to the execution command is executed in the filter. The filter burns the accumulated PM in accordance with the execution command so that the accumulated PM causes clogging with time and does not deteriorate the power performance of the internal combustion engine (that is, performs PM regeneration). ).

  In the hybrid vehicle configured as described above, at the time of operation of the charging control device, first, the “determination means” is preceded (for example, when stopped) or simultaneously (for example, when the charging is performed by the external power source) (for example, When the regeneration process is being performed again or again (at the time of the next start), it is determined whether or not the process is in the middle of the process that has been switched to stop by the start / stop switch. When the start / stop switch is switched to stop during the regeneration process, the filter is in a state where PM that should be burned in the regeneration process remains halfway, that is, in the middle of the process. In this case, it is necessary to restart the PM regeneration when the start / stop switch is started again.

  Then, the “charge control means” controls the power storage means so that it is charged until the remaining charge amount of the power storage means reaches a preset reference remaining amount when it is determined that the process is not in the middle of processing. That is, the power storage means is controlled so that the remaining charge amount of the power storage means after completion of charging is limited to a reference remaining amount or less so that the power storage means is not fully charged to the physical limit by the external power source. If the power storage means is fully charged by the external power supply, the power regenerated by the motor generator by the power of the internal combustion engine cannot be charged to the power storage means after switching the start / stop switch to start again. In this case, the electric power generated by the motor generator due to the motive power of the internal combustion engine will be consumed or discarded. Therefore, in the present invention, by limiting the amount of charge by the external power source to the reference remaining amount or less, a margin for charging the electric power generated after the start / stop switch is switched to start again is secured in the power storage means in advance. Therefore, since the electric power generated by the internal combustion engine and the motor generator after restarting can be effectively used by charging the power storage means without being wasted, the energy use efficiency of the hybrid vehicle The fuel consumption can be improved.

  On the other hand, the “charge control means” controls the power storage means so as to be charged until the remaining charge amount reaches a predetermined remaining amount set to be less than the reference remaining amount when it is determined that the process is in the middle of processing. That is, in this case, control is performed so that the remaining amount of the power storage unit when charging is completed by the external power supply is smaller than that in the case where it is determined that the battery is not in the middle of processing. If it is determined that the engine is in the middle of the process, it is necessary to restart the regeneration process after the start / stop switch is turned on again. By setting, the exhaust temperature of the internal combustion engine is raised and PM accumulated in the filter is burned. As described above, when it is determined that the process is in the middle of the processing, the output value of the internal combustion engine after the start / stop switch is turned on again is compared with the case where it is determined that the process is not in the middle of the processing. With this, it should grow larger or smaller. Therefore, after the start / stop switch is turned on again, the amount of electric power regenerated by the motor generator by the driving force of the internal combustion engine should be increased. Therefore, in the present invention, when it is determined that the process is in the middle of processing, the charge control means starts and stops by lowering the remaining amount value when fully charged by the external power source from the reference remaining amount to a predetermined value. After the switch is restarted, a large margin is secured in advance so that a large amount of power can be additionally charged to the power storage means. As a result, even when PM regeneration is restarted when the start / stop switch is restarted, it can be efficiently used by charging the power storage means without wasting power generated. It becomes.

  As described above, according to the charging control device for a hybrid vehicle according to the present invention, the remaining charge value at the end of charging using the external power source is changed depending on whether or not PM regeneration of the filter at the time of restart is necessary. As a result, it is possible to increase the utilization efficiency of the electric power generated after the restart. As a result, a highly fuel-efficient hybrid vehicle can be realized.

  In one aspect of the charge control device of the present invention, the charging control device further includes a specifying unit that specifies a temperature of the filter, and the regeneration processing unit is a case where it is determined that the process is in the middle of the processing, and the specified When the temperature is equal to or higher than the first reference temperature, the combustion of the internal combustion engine is controlled so that the regeneration process is executed when the engine is switched to the start again by the start / stop switch.

  According to this aspect, the charge control device further includes a specifying unit that specifies the temperature of the filter. Specifically, for example, the temperature of the filter is directly or indirectly by specific means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, or in addition to or instead of these. The temperature of the filter is specified by specifying means including various sensors for measurement.

  Here, “specific” according to the present invention refers to detecting a specific target or a physical quantity correlated with the specific target directly or indirectly through a predetermined detection unit, or directly through the detection unit. Selecting a corresponding value from a map or the like stored in advance in an appropriate storage means based on a physical quantity correlated with a specific target detected indirectly or indirectly, or a physical quantity correlated with this type of specific target or selected It is a broad concept that includes deriving from a value, etc., according to a preset algorithm or calculation formula, or simply obtaining a value, etc. detected, selected or derived in this way, for example, in the form of an electrical signal, etc. is there.

  In the scope of such a concept, the specifying means may specify the temperature of the filter, for example, from a detecting means such as a temperature sensor directly installed on the filter or installed on the filter. This kind of identification may be performed by acquiring the temperature of the corresponding part, and various index values (for example, cooling water temperature, etc.) that can alternatively represent the filter temperature with an accuracy that is not practically insufficient. This type of identification may be made without obtaining the actual catalyst temperature by obtaining the information.

  In this aspect, in particular, when the regeneration processing means is determined to be in the middle of processing, and when the specified temperature is equal to or higher than the first reference temperature, the regeneration processing means is switched to start again by the start / stop switch. In addition, the combustion of the internal combustion engine is controlled so that the regeneration process is executed. That is, when the filter regeneration process is interrupted by switching the start / stop switch to stop and when the filter temperature is somewhat high when switching to start again, the filter is switched to start again by the start / stop switch. In addition, the internal combustion engine is controlled so that the regeneration process is executed quickly. If the regeneration process is not executed quickly after restarting, the temperature of the filter will decrease with the passage of time, so it will be necessary to heat the PM from a low temperature state to a temperature at which PM can be combusted again. . This consumes extra energy as compared with the case where PM is heated to a temperature at which PM can be combusted from a high temperature state, which causes a reduction in fuel consumption of the hybrid vehicle. Therefore, in this aspect, when the filter is at a certain high temperature (that is, the first reference temperature or higher), the regeneration process is quickly executed before the temperature of the filter decreases, thereby improving the energy use efficiency of the hybrid vehicle. Can be improved.

  In the aspect provided with the above-mentioned specifying means, when the hybrid vehicle is switched to the start again by the start / stop switch, the specified temperature is equal to or lower than the second reference temperature set lower than the first reference temperature. In this case, the hybrid vehicle further includes power source control means for controlling the internal combustion engine and the motor generator so that the traveling state of the hybrid vehicle becomes EV traveling using the power of the motor generator.

  According to this aspect, when the temperature of the filter is lowered when the start / stop switch is switched to start again, there is almost no difference in energy consumption regardless of whether or not the regeneration process is started quickly. Therefore, it is not necessary to start the internal combustion engine quickly after restarting, and EV traveling is performed using the electric power charged in the power storage means by the external power source.

  In another aspect of the charging control apparatus of the present invention, the power source control means is configured such that when the remaining charge amount of the power storage means is equal to or less than a threshold remaining amount, the driving state of the hybrid vehicle is the power of the motor generator. The internal combustion engine and the motor generator are controlled so as to shift from EV traveling using the HV traveling to HV traveling using the power of the internal combustion engine.

  According to this aspect, when the electric power charged in the power storage means is being used for EV travel, when the remaining power of the power storage means falls below a certain threshold remaining amount, the remaining charge of the power storage means It shifts to HV driving to replenish. In HV traveling, the power of the internal combustion engine is used for traveling of the vehicle, and the remaining energy can be charged into the power storage means as electric power.

  In another aspect of the charge control device of the present invention, for each travel cycle that is still switched to the start by the start / stop switch, storage means for storing the drive time of the internal combustion engine, and a plurality of the drive times Arithmetic means for calculating an average driving time, and the charging control means increases the threshold remaining amount when the average operating time is smaller than a reference time set as a learning value.

  According to this aspect, the drive time of the internal combustion engine is stored in each storage cycle in a storage unit such as a memory incorporated in various processing units such as an ECU. Then, the computing means calculates an average driving time per driving cycle based on the plurality of driving time data stored in the storage means.

  Particularly in this aspect, the charge control means increases the remaining threshold value when the average operation time is smaller than the reference time set as the learning value. That is, if the average driving time in one driving cycle is short, there is a high possibility that the driving time of the internal combustion engine sufficient to complete the filter regeneration process during one driving cycle cannot be ensured. Further, depending on the traveling condition, there may be a case where the regeneration process is not executed over a long traveling cycle. Therefore, in this aspect, when the average driving time of the internal combustion engine is shorter than the predetermined reference time, the remaining threshold value for determining the timing for shifting from EV traveling to HV traveling is changed. That is, by shifting to HV traveling with driving of the internal combustion engine at an earlier timing, it is possible to prevent a situation in which regeneration processing is not performed for a long time over a long traveling cycle regardless of traveling conditions.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

1 is a schematic block diagram conceptually showing a configuration of a hybrid vehicle according to an embodiment. It is a flowchart of PM regeneration control performed by ECU. It is a flowchart of the external charge control performed by ECU. 3 is a flowchart of power system start control executed by an ECU. It is a flowchart of the travel switching control executed by the ECU.

<Embodiment of the Invention>
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

<Configuration of Embodiment>
First, with reference to FIG. 1, the structure of the hybrid vehicle 10 which concerns on one Embodiment of this invention is demonstrated. FIG. 1 is a schematic block diagram conceptually showing the configuration of the hybrid vehicle 10.

  In FIG. 1, the hybrid vehicle 10 includes a speed reduction mechanism 11 and wheels 12, an ECU 100, an engine 200, a motor generator MG <b> 1 (hereinafter abbreviated as “MG1” as appropriate), and a motor generator MG2 (hereinafter abbreviated as “MG2” as appropriate). ), An example of a hybrid vehicle including a power split mechanism 300, a PCU 500, a battery 600, a charging plug 700, and a changeover switch 800.

  The speed reduction mechanism 11 is a gear mechanism that includes a differential gear (not shown) that is configured to rotate according to the power output from the engine 200 and the motor generator MG2, and the rotational speed of these power sources is set to a predetermined value. It can be decelerated according to the reduction ratio. The output shaft of the speed reduction mechanism 11 is connected to the axle (not shown) of the hybrid vehicle 10, and the power of these power sources is the driving wheel connected to the axle and the axle with the rotational speed reduced. It is comprised so that it may be transmitted to the wheel 12 as.

  The configuration of the speed reduction mechanism 11 is not limited in any way as long as the power supplied from the engine 200 and the motor generator MG2 can be transmitted to the axle while reducing the rotational speed of the shaft body based on the power. It may have a configuration including a differential gear or the like, or may be configured to be able to obtain a plurality of gear ratios as a so-called reduction mechanism including a plurality of clutches and brakes and a planetary gear mechanism. .

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and is configured to be able to control the entire operation of the hybrid vehicle 10. The ECU 100 is configured to be able to execute various controls described later according to a control program stored in the ROM. The physical, mechanical and electrical configurations of these various controls are not limited to this. For example, each of these means includes a plurality of ECUs, various processing units, various controllers, various computer systems such as microcomputer devices, etc. It may be configured as.

  The engine 200 is a diesel engine as an example of an “internal combustion engine” according to the present invention configured to function as a main power source of the hybrid vehicle 10. For example, the engine 200 compresses air at a high temperature in a combustion chamber and injects fuel. Thus, the reciprocating motion of the piston 203 generated according to the explosive force caused by the combustion under the spontaneous ignition is converted into the rotational motion of the crankshaft via the connecting rod. The fuel is injected into the combustion chamber by, for example, further increasing the pressure of the fuel pumped by a feed pump or other low-pressure pump by a high-pressure pump and directly injecting the fuel into the high-temperature / high-pressure cylinder 201. A so-called direct injection injector or the like is used.

  The exhaust pipe of the engine 200 of the hybrid vehicle 10 according to the present invention is provided with a diesel particulate filter (hereinafter referred to as DPF as appropriate) that collects particulate matter (hereinafter referred to as PM as appropriate) in the exhaust. Yes. The DPF is an example of the “filter” according to the present invention, and typically has a structure in which a ceramic filter carrier 225a such as cordierite or SiC is accommodated in a metal casing.

  In the DPF, in order to prevent clogging due to the accumulation of PM and the reduction in power performance of the internal combustion engine or the like, PM regeneration for burning the accumulated PM according to the amount of collected PM is based on the control of the ECU 100. As appropriate. The PM regeneration control by the ECU 100 will be described later in detail.

  In addition, an oxidation catalyst 224 which is a catalytic converter configured to be able to oxidize CO, HC (mainly SOF), NO and the like in the exhaust gas generated when the fuel burns is also provided in the exhaust pipe of the engine 200. It may be provided.

  The exhaust pipe of the engine 200 includes an upstream pressure sensor for detecting an exhaust pressure Pdpf1 upstream of the DPF, a downstream pressure sensor for detecting an exhaust pressure Pdpf2 downstream of the DPF, and a DPF filter. A temperature sensor that detects the temperature of the representative portion of the carrier 225a as the DPF temperature Tdpf is provided. Each of these various sensors is electrically connected to the ECU 100, and each index value (exhaust pressure Pdpf1, Pdpf2, Tdpf) detected by each of the sensors is referred to by the ECU 100 at a constant or indefinite period. It has become.

  The motor generator MG1 functions as a generator for charging the battery 600 or supplying power to the motor generator MG2 during regeneration, and partially constitutes an example of the “motor generator” according to the present invention. Yes.

  Further, motor generator MG2 partially constitutes one example of the “motor generator” according to the present invention, and serves as an electric motor that assists the power of engine 200 during power running, and a generator for charging battery 500 during regeneration. Is configured to function as

  The motor generator MG1 and the motor generator MG2 are configured as, for example, a synchronous motor generator, and include a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. Prepare. However, other types of motor generators may be used.

  The power split mechanism 300 is a planetary gear mechanism configured to be able to distribute the power of the engine 200 to the MG 1 and the axle. In addition, since the structure of the power split mechanism 300 can take various well-known aspects, a detailed description thereof is omitted here, but in brief, the power split mechanism 300 includes a sun gear provided at the center, A ring gear concentrically provided on the outer periphery of the sun gear, a plurality of pinion gears that are arranged between the sun gear and the ring gear and revolve while rotating on the outer periphery of the sun gear, and coupled to the end of the crankshaft, And a planetary carrier that supports the rotation shaft of the pinion gear.

  This sun gear is coupled to a rotor (not shown) of MG1 via a sun gear shaft, and the ring gear is coupled to a rotor (not shown) of MG2 via a ring gear shaft. The ring gear shaft is connected to the axle, and the power generated by the MG 2 is transmitted to the axle via the ring gear shaft, and the driving force from the wheel 12 similarly transmitted via the axle is the ring gear shaft. Is input to MG2. Under such a configuration, the power generated by the engine 200 is transmitted to the sun gear and the ring gear by the planetary carrier and the pinion gear, and the power of the engine 200 is divided into two systems.

  PCU 500 converts DC power extracted from battery 600 into AC power and supplies it to motor generator MG1 and motor generator MG2, and also converts AC power generated by motor generator MG1 and motor generator MG2 into DC power. It includes an inverter (not shown) configured to be able to supply to the battery 600, input / output of power between the battery 600 and each motor generator, or input / output of power between the motor generators (ie, In this case, the power control unit is configured to be able to control the power transmission / reception between the motor generators without using the battery 600. The PCU 500 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.

  The battery 600 is a rechargeable storage battery configured to be able to function as a power supply source related to the power for powering the motor generator MG1 and the motor generator MG2, and is an example of the “storage means” according to the present invention. is there. Here, the battery 600 is configured to be appropriately chargeable by an external power source 20 installed outside the hybrid vehicle 10 (that is, an example of the “external power source” according to the present invention). That is, the battery 600 is charged by power supplied from the external power supply 20 in addition to the power generated by the power generation action of each motor generator.

  An SOC sensor 610 is attached to the battery 600. The SOC sensor 610 is the SOC of the battery 600 (it is an index value of the state of charge of the battery, and here it is assumed that it is a remaining power storage value normalized by 0% full discharge and 100% full charge, etc.) It is a sensor which can detect. The SOC sensor 610 is electrically connected to the ECU 100, and the detected SOC is referred to by the ECU 100 at a constant or indefinite period.

  The charging plug 700 is a metal plug that is electrically connected to the input terminal of the changeover switch 800 and that can be electrically connected to the external power supply 20. The external power source 20 may be a household 100 V power source, for example, or may be installed as an infrastructure facility in an appropriate infrastructure facility (for example, a gas station or a service station) in an urban area or a suburb. The physical, mechanical, mechanical, electrical or chemical aspects are not limited in any way.

  The changeover switch 800 has two types of output terminals, the one input terminal described above, the output terminal A that is electrically connected to the battery 600, and the output terminal B that is an open terminal (that is, an electrically neutral terminal). A switching circuit provided. Specifically, the changeover switch 800 is (1) external power supplied from the external power supply 20 when the input terminal and the output terminal A are connected when the charging plug 700 is connected to the external power supply 20. When the battery 600 is energized, the battery 600 is charged. (2) When the input terminal and the output terminal B are connected, external power is not consumed.

<Operation of Embodiment>
<PM regeneration control>
PM regeneration control is control for performing PM regeneration of the DPF when the hybrid vehicle 10 is not in the soak state. FIG. 2 is a flowchart of PM regeneration control. Here, in the present application, the soak state refers to a state in which all of motor generator MG2, motor generator MG1, and engine 200 are stopped. Switching to the soak state can be performed by a switching operation by a user of an ignition switch (not shown). The ECU 100 is a control unit that controls the operation of the engine 200 and each motor generator, and the ECU 100 can easily determine whether or not the hybrid vehicle 10 is in the soak state. For example, the ECU 100 performs the determination based on whether or not the rotational speeds of the engine 200 and each motor generator are zero.

  The ECU 100 determines whether or not the DPF differential pressure ΔP, which is the differential pressure between the exhaust pressure Pdpf1 and the exhaust pressure Pdpf2, is greater than the first reference differential pressure value ΔP1 at regular or indefinite intervals (step S101).

  Here, the first reference differential pressure value ΔP1 is defined as a boundary value for determining whether or not PM regeneration of the DPF should be executed in order to recover the decrease in the operating performance of the engine 200. In other words, when the differential pressure ΔP before and after the DPF is larger than the first reference differential pressure value ΔP1, a decrease in the operating performance of the engine 200 due to clogging of the DPF is a numerical value that can be estimated experimentally, logically, or by simulation. The differential pressure value ΔP1 is defined. The first reference differential pressure value ΔP1 is a value that depends predominantly on the inherent exhaust resistance determined by the configuration and structure of the DPF. The first reference differential pressure value ΔP1 is stored in advance in the ROM of the ECU 100.

  When the differential pressure ΔP before and after the DPF is equal to or lower than the first reference differential pressure value ΔP1 (step S101: NO), the PM process is executed because it is not necessary to execute the PM regeneration because the accumulation of PM in the DPF is still small. Not. Then, after a predetermined period of time that is constant or indefinite, step S101 is executed again.

  On the other hand, when the DPF front-rear differential pressure ΔP is larger than the first reference differential pressure value ΔP1 (step S101: YES), DPF PM regeneration is executed. The ECU 100 executes post-injection for forced PM regeneration in order to perform PM regeneration, and switches the engine 200 to high load operation in order to raise the exhaust temperature in the exhaust pipe (S102). In other words, the engine 200 is controlled by the ECU 100 so that the output of the engine 200 is higher than that in the normal traveling state. As described above, by switching the engine 200 to the high load operation, the exhaust temperature can be quickly raised, and the temperature of the DPF can be raised more quickly. As a result, the time until PM regeneration is completed can be shortened, so that the energy required for PM regeneration can be suppressed and the fuel efficiency of the hybrid vehicle 10 can be improved.

  Here, while the PM regeneration is being performed, the ECU 100 monitors the DPF front-rear differential pressure ΔP at regular or indefinite periods, and determines whether the DPF front-rear differential pressure ΔP is greater than the second reference differential pressure value ΔP2. It discriminate | determines (step S103).

  Here, the second reference differential pressure value ΔP2 is defined as a boundary value for determining whether or not PM regeneration has been completed by sufficiently burning the PM accumulated in the DPF. The second reference differential pressure value ΔP2 is defined as a threshold value that can be estimated experimentally, logically, or by simulation, similarly to the first reference differential pressure value ΔP1, and is stored in the ROM of the ECU 100 in advance. The second reference differential pressure value ΔP2 is a value that depends predominantly on the inherent exhaust resistance determined by the configuration and structure of the DPF. That is, in step S103, the progress of the PM regeneration is confirmed by monitoring the differential pressure ΔP before and after the DPF during the PM regeneration.

  If the DPF front-rear differential pressure ΔP is less than the second reference differential pressure value ΔP2 (step S103: NO), the PM regeneration is completed assuming that the PM accumulated in the DPF is sufficiently combusted. In this case, step S101 is executed again after a predetermined period of time that is constant or indefinite.

  On the other hand, if the differential pressure ΔP before and after the DPF is larger than the second reference differential pressure value ΔP2 (step S103: YES), the PM regeneration process is continued assuming that the PM accumulated in the DPF has not been sufficiently burned.

  In this case, ECU 100 further determines whether or not hybrid vehicle 10 is in the soak state (step S104). That is, while PM regeneration is being performed, the user switches an ignition switch, which is an example of the “start / stop switch” in the present invention, to determine whether or not a soak state has occurred.

  When the hybrid vehicle 10 is not in the soak state (S104: NO), PM regeneration is continued as it is, and steps S102 to S104 are continued until PM regeneration is completed (that is, the DPF front-rear differential pressure ΔP is equal to the second reference differential pressure value ΔP2). Repeated until less than).

  On the other hand, when the hybrid vehicle 10 is in the soak state (S104: YES), PM regeneration is also interrupted. That is, the hybrid vehicle is in the “processing halfway state” in the present invention. In this case, the external charge control described below is executed.

<External charging control>
FIG. 3 is a flowchart of the external charging control process. The external charging control is executed when a soak state occurs in the middle of PM regeneration, that is, in the middle of processing.

  Here, the ROM of the ECU 100 is at least necessary for the hybrid vehicle 10 to start normally when the soak state is released next time (that is, when the ignition switch is turned on again by the user). The SOCmin that is the SOC value is stored. If the SOC of the battery 600 is smaller than SOCmin in the soak state, the battery 600 is charged by connecting the external power source 20 (see FIG. 1) to the charging plug 700 (see FIG. 1), so that the start can be started. Necessary electric power can be secured. The SOCmin is defined as the SOC value necessary for starting the hybrid vehicle 10 in principle. However, in actuality, the consumption of the electric power charged in the battery 600 depends on the starting condition and the running condition after starting. Since the degrees are different, it is preferable to set a slightly larger value with a margin than a value necessary for starting. In the present embodiment, SOCmin1 is set as the initial value of SOCmin.

  Note that charging by the external power source 20 is possible as long as the SOC of the battery 600 is larger than SOCmin as long as the SOC max that is the maximum remaining charge of the battery 600 is not exceeded. In the present embodiment, SOCmax1, which is an example of the “reference remaining amount” in the present invention, is set as the initial value of SOCmax.

  ECU 100 determines whether or not the SOC of battery 600 is smaller than SOCmin1 at regular or irregular intervals (step S201).

  When the SOC of the battery 600 is SOCmin1 or more (step S201: NO), the battery 600 is charged with electric power necessary for starting the hybrid vehicle 10, and therefore charging from an external power source is not always necessary. . However, it is also possible to charge from the external power source 20 as long as SOCmax which is the maximum remaining charge amount of the battery 600 is not exceeded by the user's judgment.

  On the other hand, when the SOC of battery 600 is smaller than SOCmin1 (step S201: YES), battery 600 is charged from external power supply 20 while in the soak state, assuming that there is no remaining power to start hybrid vehicle 10. It is necessary to do. In this case, it is further determined whether or not the DPF temperature Tdpf is higher than the first reference temperature Tdpfth1 (step S202).

  Here, when the temperature of the DPF is high, it is only necessary to heat the DPF that has been warmed in advance when the soak state is canceled and PM regeneration is resumed next time, so the period until PM regeneration is completed is shortened. can do. In other words, the PM regeneration can be completed in a shorter period of time compared with the case where the PM regeneration is performed by reheating the DPF that has been cooled once, so that the energy efficiency of the hybrid vehicle 10 can be improved. Can do. Therefore, the first reference temperature Tdpfth1 is defined experimentally, theoretically, or simulation in advance as a threshold temperature as to whether or not the above-mentioned merit can be obtained when the next PM regeneration is restarted in this way. It is stored in advance in the ROM of the ECU 100 as a fixed value.

  When the DPF temperature Tdpf is higher than the first reference temperature Tdpfth1 (step S202: YES), the SOCmax of the battery 600 is changed to SOCmax2 that is smaller than the initial value SOCmax1 (step S203). That is, SOCmax2 is an example of the “predetermined remaining amount” in the present invention. That is, SOCmax is reduced. In this case, as will be described later, when the soak state is released next time, the PM regeneration is resumed by driving the engine 200 immediately after the start of the hybrid vehicle. At this time, if charging is performed from the external power supply 20 to SOCmax1 which is the initial value in the soak state, the electric power generated by the power of the engine 200 after starting cannot be charged in the battery 600. In other words, in the soak state, the battery 600 is already fully charged from the external power source 20, and therefore cannot be further charged after starting, and the generated power must be consumed wastefully. Therefore, when the DPF temperature Tdpf is higher than the first reference temperature Tdpfth1 (step S202: YES), a margin enough to charge the electric power generated by driving the engine 200 after starting is secured in advance by reducing SOCmax to SOCmax2. ing. Accordingly, the SOCmax2 is generated by the power of the engine 200 after resuming the PM regeneration in consideration of the amount of power generation per unit time of the engine 200 during the period that the PM regeneration will be required when the soak state is released next time. It is preferable that the battery 600 be regulated so that the power can be efficiently charged.

  On the other hand, when the DPF temperature Tdpf is equal to or lower than the first reference temperature Tdpfth1 (step S202: NO), the SOCmax is maintained as the initial value SOCmax1.

  As described above, after the SOCmax value is set according to the conditions, the battery 600 is charged by connecting the external power source 20 to the charging plug 700 by the user's operation (step S204). If the SOC of battery 600 is SOCmin1 or more (step S201: NO), charging from external power supply 20 is not necessarily required, and step S204 may be omitted.

<Power system start control>
Next, power system start control will be described with reference to FIG. FIG. 4 is a flowchart of power system start control. The power system start control is executed when the soak state is released again after the charging by the external power source 20 is completed in the soak state.

  ECU 100 determines whether or not SOCmax of battery 600 is equal to SOCmax2 at regular or indefinite intervals (step S301). That is, when in the soak state, SOCmax is set to SOCmax2 (that is, SOC is smaller than SOCmin1 (step S201: YES), and DPF temperature Tdpf is higher than first reference temperature Tdpfth1 (step S202). : YES), it is determined whether or not.

  When SOCmax of battery 600 is equal to SOCmax2 (step S301: YES), ECU 100 switches engine 200 to a high-load operation in order to quickly perform PM regeneration after hybrid vehicle 10 is started (S302).

  Further, the electric power generated by the power of the engine 200 during PM regeneration is charged in the battery 600. In this case, since the SOC of the battery fully charged by the external power supply 20 in the soak state is SOCmax2 smaller than SOCmax1, the power generated by the power of the engine 200 is charged to the battery 600 without being wasted. It is possible.

  Here, while the PM regeneration is being performed, the ECU 100 monitors the DPF front-rear differential pressure ΔP at regular or indefinite periods, and determines whether the DPF front-rear differential pressure ΔP is less than the second reference differential pressure value ΔP2. Is determined (step S303). As described in step S103, the second reference differential pressure value ΔP2 is defined as a boundary value for determining whether PM regeneration has been completed by sufficiently burning the PM layer 225b accumulated in the DPF. .

  When the DPF front-rear differential pressure ΔP is larger than the second reference differential pressure value ΔP2 (step S303: NO), the ECU 100 further determines whether or not the hybrid vehicle 10 is in the soak state (step S304).

  When the hybrid vehicle 10 is not in the soak state (S304: NO), PM regeneration is continued as it is, and steps S302 to S304 are continued until PM regeneration is completed (that is, the DPF front-rear differential pressure ΔP is equal to the second reference differential pressure value ΔP2). Repeated until:

  On the other hand, when the hybrid vehicle 10 is in the soak state (S304: YES), PM regeneration is interrupted again, and external charging control is executed again.

  Further, when the DPF front-rear differential pressure ΔP is less than the second reference differential pressure value ΔP2 (step S303: YES), the PM regeneration is completed assuming that the PM accumulated in the DPF is sufficiently combusted.

  Thereafter, ECU 100 uses the electric power stored in battery 600 to perform EV traveling (that is, traveling using the power of motor generators MG1 and MG2 without using the power of engine 100), and the engine 100 and motor generator MG1. And MG2 are controlled (S305).

  While performing EV travel, ECU 100 determines whether or not the SOC of battery 600 is smaller than SOCmin at regular or indefinite intervals (step S306). If the SOC is not smaller than SOCmin (step S306: NO), the EV travel is continued on the assumption that the electric power necessary for continuing the EV travel remains in the battery 600. On the other hand, when the SOC is smaller than SOCmin (step S306: YES), it is assumed that the electric power necessary for continuing the EV traveling does not remain in the battery 600, and the HV traveling (that is, according to the remaining amount of the battery 600) The process proceeds to driving that combines driving by the engine and driving by the motor generators MG1 and MG2 (step S307).

  While the HV traveling is being performed, the PM regeneration control is executed again, and the PM regeneration is appropriately performed.

<Driving switching control>
Next, the travel switching control will be described with reference to FIG. FIG. 5 is a flowchart of the traveling state switching control. The travel switching control is executed when the hybrid vehicle 10 is not in the soak state, similarly to the PM regeneration control.

  ECU 100 calculates average operating time Tavg of engine 100 for each travel cycle (step S401). The ECU 100 is configured to store (that is, learn) the operating time of the engine 100 in a memory incorporated therein for each traveling cycle. By accessing the memory unit, the ECU 100 calculates the average operating time Tavg from the operating time of the engine 100 in a plurality of past driving cycles.

  Next, the ECU 100 determines whether or not the average value Tavg calculated in step S401 is smaller than the reference time T1 (step S402). Here, the reference time T1 is defined as a time necessary for completing the PM regeneration in principle, and is an example of the “reference time” in the present invention. The reference time is individually specified experimentally, theoretically, or simulation depending on the type of the T1 filter, and stored in the ROM in advance.

  As described above, since PM regeneration is performed by increasing the exhaust temperature by driving engine 200, the average operating time Tavg of engine 100 in the travel cycle is the length of time during which PM regeneration can be performed. Is proportional to Therefore, as the average operation time Tavg becomes shorter, the possibility that PM regeneration can be completed in one travel cycle decreases. In particular, depending on the traveling conditions of the hybrid vehicle 10 and the like, PM regeneration cannot be completed for a long period (that is, during a long traveling cycle), and the risk that the power performance of the engine 100 is reduced increases.

  When the average value Tavg is smaller than the reference time T1 (step S402: YES), the SOCmin is set to SOCmin2 that is larger than the initial value SOCmin1 (step S404). That is, SOCmin is raised. Since the SOCmin is 600 SOC of the battery that becomes a boundary for transition from EV traveling to HV traveling, when the SOCmin is increased in this way, the hybrid vehicle 10 enters the HV traveling mode in which PM regeneration can be performed at an early timing after starting. Can be migrated. As a result, since the time ratio occupied by the HV travel mode increases during one travel cycle, the possibility that PM regeneration can be completed during one travel cycle can be increased.

  On the other hand, when the average value Tavg is equal to or greater than the reference time T1 (step S402: NO), the SOCmin is an initial value because the risk that the PM regeneration cannot be completed over a long period of time due to traveling conditions or the like is originally low. It is held as SOCmin1.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and charging of the internal combustion engine accompanying such a change is possible. The control device is also included in the technical scope of the present invention.

20 ... External power source, 100 ... ECU, 200 ... Engine, 600 ... Battery, 700 ... Power plug

Claims (5)

A start / stop switch capable of switching between start and stop in an internal combustion engine and a motor generator functioning as a power source, power storage means capable of being charged by an external power source in addition to charging by the motor generator, and exhaust of the internal combustion engine A filter that collects contained particulate matter, and a regeneration process that controls the combustion of the internal combustion engine so that the regeneration process of burning the collected particulate matter is performed in the filter in accordance with an execution command A charge control device for controlling charging of the storage means,
Judgment whether or not the process is switched to the stop state by the start / stop switch while the regeneration process is being executed prior to or simultaneously with the charging by the external power source Means,
When it is determined that the battery is not in the process halfway state, the power storage unit is controlled to be charged until the remaining charge amount of the power storage unit reaches a preset reference remaining amount. And a charge control means for controlling the power storage means so as to be charged until the remaining charge amount reaches a predetermined remaining amount set to be less than the reference remaining amount. Charge control device. Further comprising a specifying means for specifying the temperature of the filter;
The reproduction processing means includes
When it is determined that the process is in progress and the specified temperature is equal to or higher than the first reference temperature, the regeneration process is performed when the start / stop switch switches to the start again. The charging control device for a hybrid vehicle according to claim 1, wherein combustion of the internal combustion engine is controlled so as to be executed. The hybrid vehicle
When the specified temperature is equal to or lower than the second reference temperature set lower than the first reference temperature when the start / stop switch switches to the start again, the running state of the hybrid vehicle is The charge control device for a hybrid vehicle according to claim 2, further comprising power source control means for controlling the internal combustion engine and the motor generator so that EV traveling using the power of the motor generator is performed. . The power source control means includes
When the remaining charge amount of the power storage means falls below a threshold remaining amount, the running state of the hybrid vehicle shifts from EV running using the power of the motor generator to HV running using the power of the internal combustion engine. The charge control device according to any one of claims 1 to 3, wherein the internal combustion engine and the motor generator are controlled to do so. Storage means for storing the drive time of the internal combustion engine for each travel cycle that is still switched to the start by the start / stop switch;
Calculating means for calculating an average drive time from a plurality of the drive times,
5. The charge control device according to claim 4, wherein the charge control unit increases the remaining threshold value when the average operating time is smaller than a reference time set as a learning value.

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