JP2010173377A - Vehicle and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more surely heat a purification catalyst of an internal combustion engine. <P>SOLUTION: When the heating of the purification device (ternary catalyst) of the engine is predicted (step S140), charging is performed until the voltage Vc of a capacitor for a heating heater for supplying a power for a heating heater which heats a purification device is turned into a target voltage Vtag (steps S150, S160). Thus, it is possible to charge the capacitor for a heating heater prior to the heating of the purification device (ternary catalyst) of the engine by the heating heater, and to more surely heat the purification device (ternary catalyst). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

  Conventionally, this type of vehicle has an electrically heated intake manifold and an electrically heated catalyst, an engine as a power source for traveling, a motor as a power source for traveling, an alternator driven by the engine, A battery that can charge the power generated by the motor and a capacitor that can charge the power generated by the alternator and the motor is installed, and a battery that can supply the power from the battery or capacitor to the electrically heated intake manifold or electrically heated catalyst is proposed. (For example, refer to Patent Document 1). In this vehicle, the capacitor is charged with the surplus power supplied to the motor and battery from the generated power of the alternator, and the electric heating type intake manifold and the electric heating type catalyst are energized with the electric power from the capacitor.

JP 2006-250134 A

  However, in the above-described vehicle, the capacitor may not be charged when energization of the electrically heated catalyst is started. In this case, the engine is operated in a state where the electrically heated catalyst cannot be energized and the temperature of the catalyst is low. Emissions may worsen. In order to avoid such deterioration of emissions, it is conceivable to always keep the capacitor in a relatively high charge state. However, in this case, even when the electrically heated catalyst is sufficiently warm and does not need to be energized, the capacitor is in a high charge state. For this reason, the electric power charged in the capacitor cannot be used effectively, and the energy efficiency may be lowered. Therefore, it is desirable to improve the energy efficiency by charging the capacitor at a more appropriate timing. In addition, in vehicles equipped with a battery that can be charged using power from the external power supply when connected to the external power supply, the battery is charged better with power supplied from the external power supply when connected to the external power supply. Therefore, it is desirable to improve the energy efficiency by charging the capacitor at a more appropriate timing in consideration of the state of the battery.

  The vehicle and the control method thereof according to the present invention are more reliable in a vehicle including an internal combustion engine that has a purification catalyst for purifying exhaust gas and outputs driving power, and an electric motor that can input and output the driving power. One of the main purposes is to heat the purification catalyst of the internal combustion engine. In addition, the vehicle and the control method thereof according to the present invention include an internal combustion engine that has a purification catalyst for purifying exhaust gas and outputs driving power, and a purification catalyst that purifies exhaust gas and supplies driving power. One of the main purposes is to improve energy efficiency in a vehicle including an internal combustion engine that outputs power and an electric motor that can input and output driving power.

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

The first vehicle of the present invention is
A vehicle comprising an internal combustion engine having a purification catalyst for purifying exhaust gas and outputting driving power, an electric motor capable of inputting / outputting the driving power, and power storage means capable of exchanging electric power with the motor Because
Catalyst heating means for heating the purification catalyst of the internal combustion engine in response to power supply;
A capacitor capable of supplying power to the catalyst heating means;
Charging means capable of charging the capacitor using electric power from the power storage means;
The internal combustion engine by the catalyst heating means during execution of motor travel control for controlling the internal combustion engine and the electric motor so as to travel with the required driving force required for travel with the operation of the internal combustion engine stopped When the predetermined heating prediction condition for predicting the heating of the purification catalyst is satisfied, the charging means is configured so that the capacitor reaches a predetermined charging state set in advance to heat the purification catalyst of the internal combustion engine. Control means for controlling
It is a summary to provide.

  In the first vehicle of the present invention, during the execution of the motor traveling control for controlling the internal combustion engine and the electric motor so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped, When a predetermined heating prediction condition for predicting heating of the purification catalyst of the internal combustion engine by the heating means is satisfied, the capacitor reaches a predetermined charging state set in advance to heat the purification catalyst of the internal combustion engine. Control the charging means. Prior to heating the purification catalyst of the internal combustion engine by the catalyst heating means, the capacitor can be brought into a predetermined charged state, so that the purification catalyst can be heated more reliably. Further, energy efficiency can be improved as compared with the case where the capacitor is always in a predetermined charged state.

  In the first vehicle of the present invention, the predetermined heating prediction condition is that the ratio of the capacity with respect to the total capacity as the chargeable / dischargeable state of the power storage means starts heating the purification catalyst of the internal combustion engine in advance. It may be a condition including being less than a second ratio that is greater than the set first ratio. In this way, the capacitor can be more reliably charged prior to the start of heating of the purification catalyst of the internal combustion engine, and the purification catalyst can be heated more reliably.

  Further, in the first vehicle of the present invention, the predetermined heating prediction condition includes a capacity ratio that is a ratio of a capacity with respect to a total capacity as a chargeable / dischargeable state of the power storage means and the heating of the catalyst Catalyst heating, which is a predicted time to start heating the catalyst, obtained from a heating start capacity ratio preset as a lower limit of the capacity ratio range, the total capacity of the power storage means, and the required power required for traveling The charging time is charged by the charging means and the difference between the capacitance of the capacitor and the target voltage preset as the voltage to be applied to the capacitor to bring the capacitor into a predetermined charging state and the voltage of the capacitor. Charge that is the time required for the voltage of the capacitor to be obtained from the rated power set in advance as the power at the time of reaching the target voltage. It may be a condition that involves less than the time required. In this way, when the estimated catalyst heating start time is equal to or longer than the required charging time, that is, when the capacitor cannot be set to the target voltage until the heating of the catalyst is started, the capacitor is not charged. Although it cannot be performed, charging can be suppressed, and energy efficiency can be improved.

  Furthermore, in the first vehicle of the present invention, the predetermined charging state is that the predetermined charging state is such that the voltage of the capacitor reaches a preset target voltage for setting the capacitor to the predetermined charging state. It can also be a state. In this way, the capacitor can be charged to the target voltage.

  Further, the first vehicle of the present invention has a connection portion connected to an external power source that is a power source outside the vehicle, and uses the power from the external power source when the connection portion is connected to the external power source. The power storage means may be provided with charging means, or a generator capable of inputting / outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotary shaft of the generator. And a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three shafts. It can also be connected to the drive shaft.

The second vehicle of the present invention is
A vehicle comprising an internal combustion engine having a purification catalyst for purifying exhaust gas and outputting motive power for traveling, an electric motor capable of inputting / outputting motive power for traveling, and power storage means capable of exchanging electric power with the electric motor Because
Catalyst heating means for heating the purification catalyst of the internal combustion engine in response to power supply;
A capacitor capable of supplying power to the catalyst heating means;
It has a connection portion connected to an external power source that is a power source outside the vehicle, and can charge the power storage means and the capacitor using electric power from the external power source when the connection portion is connected to the external power source Charging means;
When the storage means is connected to the external power source and the power storage means does not reach the preset first charge state, the power storage means is charged until the first charge state is reached. An external power source connection time control means for controlling the charging means so that the capacitor reaches a preset second charging state later;
It is a summary to provide.

  In the second vehicle of the present invention, when the power storage means has not reached the preset first charging state with the connecting portion of the charging means connected to the external power source, the power storage means is in the first charging state. The charging means is controlled so that the capacitor reaches the second charging state set in advance after charging up to. Since the power storage means and the capacitor are charged using the electric power from the external power source, the energy efficiency of the vehicle can be improved. At this time, since the capacitor is charged after the power storage means is set to the first charging state, the capacitor can be charged in a state where electric power for driving the electric motor is secured, and the energy efficiency can be further improved. it can.

  In such a second vehicle of the present invention, the first charging state is that the power storage means normally operates while the capacity ratio, which is the ratio of the capacity with respect to the total capacity as the chargeable / dischargeable state of the power storage means, is running. A predetermined capacity ratio that is preset as a capacity ratio within the range of the power capacity ratio, and the second charging state is for the voltage of the capacitor to bring the capacitor into a predetermined charging state. It may be in a state where a target voltage set in advance as a voltage to be applied to the capacitor is reached.

  In the second vehicle of the present invention, the generator is connected to three axes of a generator capable of inputting and outputting power, a drive shaft connected to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. Three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three shafts, and the electric motor has a rotating shaft as the drive shaft. It can also be connected.

The first vehicle control method of the present invention comprises:
An internal combustion engine having a purification catalyst for purifying exhaust gas and outputting driving power, an electric motor capable of inputting / outputting driving power, power storage means capable of exchanging electric power with the electric motor, and supply of electric power Receiving a catalyst heating means for heating the purification catalyst of the internal combustion engine, a capacitor capable of supplying electric power to the catalyst heating means, and a charging means capable of charging the capacitor using electric power from the power storage means, A vehicle control method comprising:
The internal combustion engine by the catalyst heating means during execution of electric motor traveling control for controlling the internal combustion engine and the electric motor so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped When the predetermined heating prediction condition for predicting the heating of the purification catalyst is satisfied, the charging means causes the capacitor to reach a predetermined charging state set in advance to heat the purification catalyst of the internal combustion engine. It is characterized by controlling.

  In the first vehicle control method of the present invention, the motor traveling control for controlling the internal combustion engine and the electric motor so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped is executed. When a predetermined heating prediction condition for predicting heating of the purification catalyst of the internal combustion engine by the catalyst heating means is established, a predetermined charging state set in advance for the capacitor to heat the purification catalyst of the internal combustion engine To control the charging means. Prior to heating the purification catalyst of the internal combustion engine by the catalyst heating means, the capacitor can be brought into a predetermined charged state, so that the purification catalyst can be heated more reliably. Further, energy efficiency can be improved as compared with the case where the capacitor is always in a predetermined charged state.

The second vehicle control method of the present invention comprises:
An internal combustion engine having a purification catalyst for purifying exhaust gas and outputting driving power, an electric motor capable of inputting / outputting driving power, power storage means capable of exchanging electric power with the electric motor, and supply of electric power Receiving a catalyst heating means for heating the purification catalyst of the internal combustion engine, a capacitor capable of supplying electric power to the catalyst heating means, and a connection portion connected to an external power source that is a power source outside the vehicle, the connection portion A vehicle control method comprising: charging means capable of charging the power storage means and the capacitor using electric power from the external power supply when connected to the external power supply,
When the storage means is connected to the external power source and the power storage means does not reach the preset first charge state, the power storage means is charged until the first charge state is reached. The charging means is controlled so that the capacitor reaches a preset second charging state later.

  In the second vehicle control method of the present invention, when the power storage means has not reached the preset first charge state with the connecting portion of the charging means connected to the external power source, the power storage means is the first The charging means is controlled so that the capacitor reaches the second charged state set in advance after charging until the charged state is reached. Since the power storage means and the capacitor are charged using the electric power from the external power source, the energy efficiency of the vehicle can be improved. At this time, since the capacitor is charged after the power storage means is set to the first charging state, the capacitor can be charged in a state where electric power for driving the electric motor is secured, and the energy efficiency can be further improved. it can.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to a first embodiment of the present invention. 3 is an explanatory diagram showing an example of a configuration of an external power supply system that supplies power from an external power supply 90 to a battery 50. FIG. 4 is a flowchart showing an example of a catalyst heating prediction time control routine executed by a main electronic control unit 70. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. 4 is a flowchart showing an example of an external power supply connection control routine executed by the main electronic control unit 70.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to a first embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and a crankshaft 24 serving as an output shaft of the engine 22 with a carrier. And a single pinion planetary gear mechanism 30 in which a ring gear is connected to a drive shaft 32 coupled to the drive wheels 36a and 36b via a differential gear 34, and a sun gear of the planetary gear mechanism 30. A system main relay 44 is connected to a motor MG1 configured as a synchronous generator motor, a motor MG2 connected to the drive shaft 32 and configured as a synchronous generator motor, and inverters 41 and 42 as drive circuits for the motors MG1 and MG2. The connected battery 50 and a method for controlling the entire vehicle. And an emission electronic control unit 70.

  The engine 22 is configured as an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). A heater (EHC) 22a, which is a heat generating member (for example, stainless steel or the like) that generates heat when energized, is attached to the purification device. The heater 22a is attached to a DC / DC converter 54 that transforms electric power from the battery 50 via a heater heater relay 56. The heater / heater relay 56 is connected to the heater 22a on the DC / DC converter 54 side. On the other hand, a capacitor C for a heater having a capacity C is connected in parallel. Accordingly, by turning on the heater relay 56, power from the battery 50 is supplied via the DC / DC converter 54 to charge the heater heater capacitor 58, and by turning off the heater relay 56. The power charged in the heater heater capacitor 58 is supplied to the heater 22a, and the three-way catalyst can be heated by the heater 22a. The engine 22 is subjected to operation control such as fuel injection control, ignition control, and intake air amount adjustment control by the main electronic control unit 70.

  The battery 50 is configured as a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. In addition, the battery 50 includes a battery-side plug 93 in which a plug 92 that can be coupled to a socket 91 that is electrically connected to an external power source 90 such as a household power source (AC100V) converts AC power into DC power. The plug 92 is attached to the heater heater capacitor 58 in parallel with the DC / DC converter 54 via the heater-side plug relay 96. FIG. 2 is an explanatory diagram showing an example of the configuration of an external power supply system that supplies AC power from the external power supply 90 to the battery 50. The charger 93 is configured as an AC / DC converter capable of transforming AC power from the external power source 90 to a predetermined voltage with the transformer TR and converting the AC power into DC power and supplying it to the battery 50 side and the heater 22a side. Two pairs are connected in series so as to be on the source side and sink side with respect to the positive electrode bus 99a and the negative electrode bus 99b as the power line 99, and the connection point is connected to the external power 90 and the transistors T1 to T4 Transistors T5 to T8, which are connected in series with each other so as to be on the source side and the sink side with respect to the positive electrode bus 99a and the negative electrode bus 99b and whose connection points are connected to the transformer TR, and transistors T1 to T8 Are connected in parallel to the eight diodes D1 to D8 connected in parallel in the opposite direction to the positive bus 99a and the negative bus 99b. The smoothing capacitor C1, the four diodes D9 to D12 for rectifying and supplying the AC power transformed by the transformer TR to the battery 50 side, and the heater 22a side rectifying the AC power transformed by the transformer TR Are provided with two diodes D13 and D14 and a smoothing capacitor C2 for smoothing the power rectified by the diodes D9 to D12. Thus, the battery 50 can be charged by the charger 93 with the electric power from the external power supply 90 when the battery plug relay 94 is turned on with the socket 91 and the plug 92 connected, and the heater side When the plug relay 96 is turned on and the heater heater relay 56 is turned off, the heater heater capacitor 58 can be charged by the charger 93 with electric power from the external power supply 90. Thereby, the driving | running | working start in the state which charged the battery 50 and the capacitor | condenser 58 for heaters is possible. The battery ECU 52 includes, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50, a charge / discharge current from a current sensor 51b attached to an electric power line connected to an output terminal of the battery 50, a battery A signal necessary for managing the battery 50 such as a battery temperature from a temperature sensor (not shown) attached to the battery 50 is input, and a switching control signal to the transistors T1 to T8 of the charger 93 is output. Data regarding the state of the battery 50 is transmitted to the main electronic control unit 70 by communication as necessary. Further, the battery ECU 52 is a remaining capacity that is a ratio of the capacity to the total capacity Wh of the battery as a state in which the battery can be charged / discharged based on the integrated value of the charge / discharge current detected by the current sensor 51b in order to manage the battery 50. The SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated remaining capacity SOC and the battery temperature Tb. It is assumed that the remaining capacity SOC of the battery 50 is managed so as to be not less than the lower limit capacity SOCmin and not more than the upper limit capacity SOCmax.

  The main electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, and a timer 78 that executes a timing process. And an input / output port and a communication port (not shown). The main electronic control unit 70 drives and controls the motors MG1 and MG2 such as signals from various sensors that detect the state of the engine 22 and phase currents applied to the motors MG1 and MG2 detected by, for example, a current sensor (not shown). Detecting a signal necessary for the operation, the ignition signal from the ignition switch 80, the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 for detecting the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83 Accelerator opening degree Acc from the accelerator pedal position sensor 84, brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, heater heater Such as a capacitor voltage Vc from a voltage sensor 58a that detects the voltage of the capacitor 58 is input via the input port. From the main electronic control unit 70, a signal for controlling the operation of the engine 22, a switching control signal to the inverters 41 and 42, a system main relay 44, a heater heater relay 56, a battery side plug relay 94, and a heater side plug relay. A signal for turning on / off 96, a drive signal to the DC / DC converter 54, and the like are output via an output port. As described above, the main electronic control unit 70 is connected to the battery ECU 52 via the communication port, and exchanges various control signals and data with the battery ECU 52.

  The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque Tr * to be output to 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. The required power P * required for traveling is calculated by adding the loss of the battery 50 to the torque Tr * multiplied by the rotational speed of the drive shaft 32 converted from the vehicle speed V, and the required power P * is output from the engine 22. And the operation of the engine 22, the motor MG1, and the motor MG2 are controlled so that the required torque Tr * is output to the drive shaft 32. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power P * is output from the engine 22, and all of the power output from the engine 22 is a planetary gear mechanism. 30, the 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 drive shaft 32, the required power P *, and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that power corresponding to the sum of the two is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is transmitted to the planetary gear mechanism 30 and the motor MG1. And the required torque Tr * is applied to the drive shaft 32 along with torque conversion by the motor MG2. A charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the motor MG1 and the motor MG2 are driven. There are modes.

  Next, the purification device is heated by the heater 22a while the engine 22 and the motors MG1, MG2 are controlled so as to run in the motor operation mode of the hybrid vehicle 20 of the first embodiment thus configured. The operation at that time will be described. FIG. 3 is a flowchart showing an example of a catalyst heating prediction time control routine executed by the main electronic control unit 70. In this routine, the remaining capacity SOC of the battery 50 starts heating the purifier of the engine 22 by the heater 22a while the heater relay 56 is running in the motor operation mode. This is executed every predetermined time Δt (for example, every several msec) when the second capacity SOC2 is slightly higher than the first capacity SOC1, which is the remaining capacity threshold.

  When the catalyst heating prediction control routine is executed, the CPU 72 of the main electronic control unit 70 executes a process of inputting data necessary for control such as the remaining capacity SOC of the battery 50 and the capacitor voltage Vc from the voltage sensor 58a ( Step S100). The remaining capacity SOC of the battery 50 is calculated by the battery ECU 52 and input by communication.

  When the data is input in this way, the following expression (1) is established based on the remaining capacity SOC of the battery 50, the first capacity SOC1, the total capacity Wh, the currently set power P * and the predetermined time Δt that is the execution interval of this routine. Is used to calculate the catalyst heating start predicted time tst at which the start of heating of the purification device (three-way catalyst) of the engine 22 is predicted (step S110). The capacitance C of the heater heater capacitor 58, the capacitor voltage Vc, and the purification device The target voltage Vtag of the heater capacitor 58 and the battery set in advance through experiments and analyzes as voltages that can energize the heater 22a to such an extent that the purification device can be heated to a temperature that allows the emission from 50 is based on the rated power Peh set in advance as the power for charging the heating capacitor 50. Then, the required charging time tc required for the heater heater capacitor 58 to reach the target voltage Vtag is calculated using the following equation (2) (step S120), and the estimated catalyst heating start time tst and the required charging time tc are compared. At the same time (step S130), the capacitor voltage Vc and the target voltage Vtag are compared (step S140).

tst = (SOC-SOC1) ・ Wh / (P * / Δt) (1)
tc = 1/2 ・ C ・ (Vtag-Vc) ² / Peh (2)

  When the estimated catalyst heating start time tst is less than the required charging time tc and the capacitor voltage Vc is less than the target voltage Vtag (steps S130 and S140), heating of the purifier of the engine 22 by the heater 22a is started. The heater capacitor 58 can be charged until the target voltage Vtag is reached before heating, and the capacitor voltage Vc does not reach the target voltage Vtag even though the purifier is expected to be heated. It is determined that charging is necessary, and the DC / DC converter 54 is controlled so that the capacitor 58 is charged with the electric power from the battery 50 and the capacitor voltage Vc reaches the target voltage Vtag (step S150). When the estimated start time tst is equal to or longer than the required charging time tc, that is, When the heating heater capacitor 58 cannot be charged until it reaches the target voltage Vtag before the heating heater 22a starts heating the purification device of the engine 22 (step S130), the capacitor voltage Vc is equal to or higher than the target voltage Vtag. In other words, that is, when it is not necessary to charge any more because the capacitor voltage Vc is in a relatively high charge state (steps S130 and S140), the control routine for predicting catalyst heating is terminated. Such control allows the heater heater capacitor 58 to be sufficiently charged prior to heating of the purification device (three-way catalyst) of the engine 22 by the heater 22a, so that the purification device (three-way catalyst) can be more reliably connected. Can be heated. Further, since the heater heater capacitor 58 is charged when the purification device (three-way catalyst) of the engine 22 is predicted to be heated, the energy efficiency is improved as compared with the case where the heater heater capacitor 58 is always charged. Can be achieved. Further, when the estimated catalyst heating start time tst is equal to or longer than the required charging time tc, that is, until the heating of the purification device (three-way catalyst) of the engine 22 is started, the heater heater capacitor 58 is set to the target voltage Vtag. Since the heater heater capacitor 58 is not charged when the heater cannot be charged, charging can be suppressed even though the heater heater capacitor 58 cannot be set at the target voltage Vtag, and energy efficiency can be improved. Can do.

  According to the hybrid vehicle 20 of the first embodiment described above, the heating heater capacitor 58 is charged when the purification device (three-way catalyst) of the engine 22 is predicted to be heated. Prior to heating the purifier 22 (three-way catalyst), the heater heater capacitor 58 can be charged sufficiently to energize the heater, and the purifier (three-way catalyst) can be heated more reliably. Can do. Further, since the heater heater capacitor 58 is charged when the purification device (three-way catalyst) of the engine 22 is predicted to be heated, the energy efficiency is improved as compared with the case where the heater heater capacitor 58 is always charged. Can be achieved. Further, when the estimated catalyst heating start time tst is equal to or longer than the required charging time tc, that is, until the heating of the purification device (three-way catalyst) of the engine 22 is started, the heater heater capacitor 58 is set to the target voltage Vtag. Since the heater heater capacitor 58 is not charged when the heater cannot be charged, charging can be suppressed even though the heater heater capacitor 58 cannot be set at the target voltage Vtag, and energy efficiency can be improved. Can do.

  In the hybrid vehicle 20 of the first embodiment, the heating of the purifier is predicted by the heater 22a when the catalyst heating start prediction time tst is less than the required charging time tc in the catalyst heating prediction control routine of FIG. However, when the catalyst heating prediction time control routine of FIG. 3 is executed without comparing the catalyst heating start prediction time tst and the required charging time tc, that is, the remaining capacity SOC of the battery 50 is determined by the heater 22a. It is assumed that the heating of the purifier is predicted when the second capacity SOC2 is slightly higher than the first capacity SOC1, which is the threshold of the remaining capacity for starting the heating of the purifier of the engine 22, and the heater heater capacitor 58 is assumed to have been predicted. It is good also as what is charged so that it may reach the target voltage Vtag, and the threshold value of the power when the required power Pe * starts the engine 22 It may be that heating of the cleaning device when slightly smaller power is charged so that the heater capacitor 58 as being predicted reach the target voltage Vtag from ref.

  In the hybrid vehicle 20 of the first embodiment, the battery 50 includes a plug 92 that can be coupled to a socket 91 that is electrically connected to a charger 93 that converts AC power from an external power source 90 into DC power. 94, and the plug 92 is also attached to the heater heater capacitor 58 in parallel with the DC / DC converter 54 via the heater heater side plug relay 96. As exemplified in the hybrid vehicle 120, the plug 92 and the heater-side plug relay 96 may not be provided as those that are not supplied with power from the external power supply 90.

  The hybrid vehicle 220 of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment. Therefore, the hardware configuration of the hybrid vehicle 220 of the second embodiment is denoted by the same reference numeral as the hardware configuration of the hybrid vehicle 20 of the first embodiment, and detailed description thereof is omitted.

  Next, the operation of the thus configured hybrid vehicle 220 of the second embodiment, particularly the operation when the heater heater capacitor 58 is charged with the electric power from the external power supply 90 will be described. FIG. 5 is a flowchart showing an example of an external power supply connection control routine executed by the main electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several milliseconds) when the socket 91 and the plug 92 are connected and the battery-side plug relay 94 is turned on.

  When the control routine at the time of external power supply connection is executed, the CPU 72 of the main electronic control unit 70 performs the remaining capacity SOC of the battery 50 and the voltage sensor 58a in the same manner as the processing at step S110 of the catalyst heating prediction time control routine illustrated in FIG. Data necessary for control, such as the capacitor voltage Vc, is input (step S200), the remaining capacity SOC of the battery 50 is compared with the upper limit SOCmax of the capacity of the battery 50 (step S210), and the capacitor voltage Vc is compared with the above-described target. A process of comparing the voltage Vtag is executed (step S220).

  When the remaining capacity SOC is equal to or greater than the upper limit capacity SOCmax and the capacitor voltage Vc is less than the target voltage Vtag (steps S210 and S220), the battery 50 is fully charged but the heater heater capacitor 58 is not sufficiently charged. When it is determined that the heater heater capacitor 58 needs to be charged, the heater heater side plug relay 96 is turned on to charge the heater heater capacitor 58 (step S230), and the remaining capacity SOC is less than the upper limit capacity SOCmax That is, when the battery 50 is not fully charged and priority should be given to charging the battery 50 (step S210), or when the capacitor voltage Vc is less than the target voltage Vtag, that is, the heater heater capacitor 58 is sufficiently charged. (Step S220) Heater side plug relay 6 to stop charging the off to heater capacitor 58 (step S240), and ends the control routine external power connection. With such control, the battery 50 and the heater heater capacitor 58 are charged using electric power from the external power supply 90, so that the energy efficiency of the vehicle can be improved. At this time, since the heater heater capacitor 58 is charged after the battery 50 is fully charged, the heater heater capacitor 58 is charged in a state where electric power for driving the motor MG2 is secured when the next running is started. Energy efficiency can be further improved.

  According to the hybrid vehicle 220 of the second embodiment described above, the battery 50 and the heater heater capacitor 58 are charged using the power from the external power supply 90 when the socket 91 and the plug 92 are connected. The energy efficiency of the vehicle can be improved. At this time, since the heater heater capacitor 58 is charged after the battery 50 is fully charged, the heater heater capacitor 58 is charged in a state where electric power for driving the motor MG2 is secured when the next running is started. Energy efficiency can be further improved.

  In the hybrid vehicle 220 of the second embodiment, the heater heater capacitor 58 is charged after the battery 50 is fully charged. However, the state of the battery 50 when charging the heater heater capacitor 58 is more than full charge. It may be a slightly higher charge state or a charge state lower than full charge.

  In the hybrid vehicles 20, 120, and 220 of the first embodiment and its modifications and the second embodiment, a carrier is connected to the engine 22 and a crankshaft 24 as an output shaft of the engine 22, and a ring gear is connected to the drive shaft 32. The planetary gear mechanism 30 connected, the motor MG1 connected to the sun gear of the planetary gear mechanism 30, and the motor MG2 connected to the drive shaft 32 are provided. Any vehicle provided with a motor may be applied.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as forms of vehicles other than motor vehicles, such as a train. Furthermore, it is good also as a form of the control method of such a vehicle.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the first embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “electric storage unit”, and the heater 22a corresponds to the “catalyst heating unit”. The heater heater capacitor 58 corresponds to the “capacitor”, the DC / DC converter 54 corresponds to the “charging means”, and the operation of the engine 22 is stopped to drive the torque corresponding to the required torque Tr * from the motor MG2. Capacitor when a predetermined heating prediction condition for predicting the heating of the purification device of the engine 22 is satisfied while the motor MG2 and the engine 22 are controlled to run in the motor operation mode in which the operation is controlled to output to the shaft 32. Steps S110 to S1 of the catalyst heating prediction time control routine of FIG. 3 for controlling the DC / DC converter 54 so that the voltage Vc reaches the target voltage Vtag. The main electronic control unit 70 executing the processing of 0 corresponds to a "control unit". Further, the battery side relay 94, the capacitor side relay 96, and the plug 92 correspond to “charging means”, the motor MG1 corresponds to “generator”, and the planetary gear mechanism 30 becomes “triaxial power input / output means”. Equivalent to.

  In the second embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “power storage means”, and the heater 22a for heating corresponds to the “catalyst heating means”. The heater heater capacitor 58 corresponds to the “capacitor”, the battery side relay 94, the capacitor side relay 96, the plug 92, and the charger 93 correspond to the “charging means”, and the socket 91 and the plug 92 are connected. When the remaining capacity SOC of the battery 50 is less than the upper limit capacity SOCmax and the remaining capacity SOC of the battery 50 is greater than or equal to the upper limit capacity SOCmax, the heater control capacitor 58 in FIG. 5 is charged. The main electronic control unit 70 that executes the processes of steps S200 to S240 corresponds to “control means when external power source is connected”. The motor MG1 corresponds to a “generator”, and the planetary gear mechanism 30 corresponds to a “three-axis power input / output unit”.

  Here, in the first vehicle of the present invention, the “internal combustion engine” is any type of internal combustion engine as long as it has a purification catalyst for purifying exhaust gas and outputs driving power. It doesn't matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output driving 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, such as a capacitor. The “catalyst heating means” is not limited to the heater 22a for heating, and any means may be used as long as it supplies the power and heats the purification catalyst of the internal combustion engine. The “capacitor” is not limited to the heater heater capacitor 58 and may be any one as long as it can supply power to the catalyst heating means. The “charging unit” is not limited to the DC / DC converter 54, and any unit can be used as long as it can charge the capacitor using the electric power from the power storage unit. The “control unit” is not limited to one configured by a single electronic control unit, and may be configured by a plurality of electronic control units. As the “control means”, the motor MG2 and the engine 22 are operated so as to travel in the motor operation mode in which the operation of the engine 22 is stopped and the torque corresponding to the required torque Tr * from the motor MG2 is output to the drive shaft 32. During the control, the DC / DC converter 54 is controlled so that the capacitor voltage Vc reaches the target voltage Vtag when a predetermined heating prediction condition for predicting the heating of the purification device of the engine 22 is established. The internal combustion engine is not controlled by the catalyst heating means during the motor running control for controlling the internal combustion engine and the electric motor so as to run with the required driving force required for running after stopping the operation of the internal combustion engine. In order for the capacitor to heat the purification catalyst of the internal combustion engine when a predetermined heating prediction condition for predicting heating of the purification catalyst is satisfied As long as it controls the charging means so as to reach a predetermined state of charge because set may be any ones. The “charging means” is not limited to the one constituted by the battery side relay 94, the capacitor side relay 96, and the plug 92, but has a connecting portion connected to an external power source that is a power source outside the vehicle, Any device can be used as long as it can charge the power storage means using electric power from the external power source when the connecting portion is connected to the external power source. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. The “three-axis power input / output means” is not limited to the planetary gear mechanism 30, but uses a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, or a differential gear. Connected to any two of the three axes connected to the three axes of the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those having a differential action different from the planetary gear Any device may be used as long as it can input and output power to the remaining shafts based on the output power.

  In the second vehicle of the present invention, the “internal combustion engine” may be any type of internal combustion engine as long as it has a purification catalyst for purifying exhaust gas and outputs driving power. . The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output driving 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, such as a capacitor. The “catalyst heating means” is not limited to the heater 22a for heating, and any means may be used as long as it supplies the power and heats the purification catalyst of the internal combustion engine. The “capacitor” is not limited to the heater heater capacitor 58 and may be any one as long as it can supply power to the catalyst heating means. The “charging means” is not limited to the one constituted by the battery side relay 94, the capacitor side relay 96, the plug 92, and the charger 93, but a connecting portion connected to an external power source that is a power source outside the vehicle. As long as the power storage means can be charged using electric power from the external power source when the connecting portion is connected to the external power source, any device may be used. The “control means at the time of external power supply connection” is not limited to one configured by a single electronic control unit, and may be configured by a plurality of electronic control units. As the “control means at the time of external power supply connection”, when the socket 91 and the plug 92 are connected and the remaining capacity SOC of the battery 50 is less than the upper limit capacity SOCmax, the remaining capacity SOC of the battery 50 becomes equal to or higher than the upper limit capacity SOCmax. Is not limited to charging the heater heater capacitor 58 when the storage means is connected to an external power source and the power storage means has not reached the preset first charging state. In addition, any means may be used as long as it controls the charging means so that the capacitor reaches the preset second charging state after the power storage means has been charged to the first charging state. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. The “three-axis power input / output means” is not limited to the planetary gear mechanism 30, but uses a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, or a differential gear. Connected to any two of the three axes connected to the three axes of the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those having a differential action different from the planetary gear Any device may be used as long as it can input and output power to the remaining shafts based on the output power.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

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

  20, 120, 220 Hybrid vehicle, 22 engine, 22a Heater (EHC), 24 crankshaft, 30 planetary gear mechanism, 32 drive shaft, 34 differential gear, 36a, 36b drive wheel, 41, 42 inverter, 44 system main Relay, 50 battery, 51a Voltage sensor, 51b Current sensor, 52 Battery electronic control unit (battery ECU), 54 DC / DC converter, 56 Heating heater relay, 58 Heating heater capacitor, 70 Main electronic control unit, 72 CPU , 74 ROM, 76 RAM, 78 timer, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake Dull, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 External power supply, 91 Socket, 92 Plug, 93 Battery charger, 94 Battery side relay, 96 Heater side relay, 99 Power line, 99a Positive bus, 99b Negative bus, D1 ~ D14 Diode, MG1, MG2 motor, T1-T8 transistor, TR transformer, C1, C2 smoothing capacitor.

Claims (7)

A vehicle comprising an internal combustion engine having a purification catalyst for purifying exhaust gas and outputting motive power for traveling, an electric motor capable of inputting / outputting motive power for traveling, and power storage means capable of exchanging electric power with the electric motor Because
Catalyst heating means for heating the purification catalyst of the internal combustion engine in response to power supply;
A capacitor capable of supplying power to the catalyst heating means;
Charging means capable of charging the capacitor using electric power from the power storage means;
The internal combustion engine by the catalyst heating means during execution of electric motor traveling control for controlling the internal combustion engine and the electric motor so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped When the predetermined heating prediction condition for predicting the heating of the purification catalyst is satisfied, the charging means causes the capacitor to reach a predetermined charging state set in advance to heat the purification catalyst of the internal combustion engine. Control means for controlling
A vehicle comprising: The vehicle according to claim 1,
The predetermined heating prediction condition is that the ratio of the capacity with respect to the total capacity as the chargeable / dischargeable state of the power storage means is larger than a first ratio set in advance to start heating the purification catalyst of the internal combustion engine. Vehicle that is a condition that includes a ratio of less than 2. The vehicle according to claim 1 or 2,
The predetermined heating prediction condition is set in advance as a lower limit of a capacity ratio that is a ratio of a capacity to a total capacity as a chargeable / dischargeable state of the power storage unit and a range of the capacity ratio at which heating of the catalyst is to be started. The catalyst heating start time, which is the time at which the start of heating of the catalyst is predicted, obtained from the heating start capacity ratio, the total capacity of the power storage means, and the required power required for travel, is determined by the capacity of the capacitor and the capacitor. A difference between a target voltage set in advance as a voltage to be applied to the capacitor to obtain a predetermined charging state and the voltage of the capacitor, and a rating set in advance as power when the charging means charges the capacitor A condition that the voltage of the capacitor obtained from the power is less than the time required for charging, which is the time required to reach the target voltage A vehicle. A vehicle according to any one of claims 1 to 3,
The predetermined charging state is a state in which the voltage of the capacitor has reached a target voltage set in advance to bring the capacitor into the predetermined charging state. A vehicle according to any one of claims 1 to 4,
A charging unit having a connection unit connected to an external power source that is a power source outside the vehicle, and capable of charging the power storage unit using electric power from the external power source when the connection unit is connected to the external power source; vehicle. A vehicle according to any one of claims 1 to 5,
A generator capable of inputting and outputting power;
The remaining shaft is connected to three shafts of the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator and is input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to / from,
With
The electric motor has a rotating shaft connected to the drive shaft. An internal combustion engine having a purification catalyst for purifying exhaust gas and outputting driving power, an electric motor capable of inputting / outputting driving power, power storage means capable of exchanging electric power with the electric motor, and supply of electric power Receiving a catalyst heating means for heating the purification catalyst of the internal combustion engine, a capacitor capable of supplying electric power to the catalyst heating means, and a charging means capable of charging the capacitor using electric power from the power storage means, A vehicle control method comprising:
The internal combustion engine by the catalyst heating means during execution of electric motor traveling control for controlling the internal combustion engine and the electric motor so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped When the predetermined heating prediction condition for predicting the heating of the purification catalyst is satisfied, the charging means causes the capacitor to reach a predetermined charging state set in advance to heat the purification catalyst of the internal combustion engine. The vehicle control method characterized by controlling.

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