JP2011105133A - Hybrid vehicle and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve the warm-up of a purification catalyst while suppressing the output of an excessive power from an electricity accumulation device. <P>SOLUTION: When the warm-up request for a purification catalyst is made while the operation of an engine is stopped, and a request power Pr* is equal to or less than a value (Wout-Phtmp) obtained by subtracting a basic supply power Phtmp to a heater from an output limit Wout of a battery, a switch is controlled so that the basic supply power Phtmp is supplied to the heater (S130, S140), and when the request power Pr* is larger than the value (Wout-Phtmp), and equal to or less than the output limit Wout of the battery, the switch is controlled so that the power of a difference between the output limit Wout and the request power Pr* is supplied to the heater (S130, S150). Thus, it is possible to achieve the warm-up of a purification catalyst while suppressing the output of the excessive power from the battery. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  Conventionally, as this type of hybrid vehicle, which travels using the power from the engine or the power from the motor, when the vehicle enters the ETC gate provided at the entrance of the expressway from the general road, the ETC gate The electric heating type catalyst provided in the exhaust path of the engine is heated by the heater on the condition that the signal from the ETC roadside device provided in the engine is received and the engine is not operating (for example, , See Patent Document 1). In this hybrid vehicle, by heating the electrically heated catalyst at this timing, when the engine is started in order to obtain high output during highway driving, the electrically heated catalyst is sufficiently purified even immediately after the engine is started. Can be demonstrated.

JP 2008-265357 A

  However, in the above-described hybrid vehicle, if the power required for traveling increases while the electrically heated catalyst is heated by the heater, the power for traveling and the power supplied to the heater are covered by the power from the battery. For this reason, excessive power may be output from the battery.

  The main object of the hybrid vehicle and the control method thereof of the present invention is to warm up the purification catalyst while suppressing the output of excessive electric power from the power storage device.

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

The hybrid vehicle of the present invention
An internal combustion engine in which a purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system and capable of outputting driving power, an electric motor capable of inputting / outputting driving power, and an electric storage capable of exchanging electric power with the electric motor A hybrid vehicle comprising:
Catalyst heating means for receiving the supply of electric power and heating the purification catalyst;
Power supply means for controlling supply of power from the power storage means to the catalyst heating means;
Output limit setting means for setting an output limit as the maximum allowable power that may be discharged from the power storage means based on the state of the power storage means;
Request value setting means for setting a required torque and a required power required for traveling;
When the set required power is equal to or less than the set output limit when a request for warming up the purification catalyst is made in a state where the internal combustion engine is stopped, the internal combustion engine is in a stopped state. The internal combustion engine and the electric motor are controlled to run with the set required torque, and power equal to or less than the difference between the set output limit and the set required power is supplied to the catalyst heating unit. Control means for controlling the power supply means;
It is a summary to provide.

  In the hybrid vehicle of the present invention, the required power required for running when the internal combustion engine is stopped and the warm-up request for the purification catalyst is made is the maximum allowable power that can be discharged from the storage means. When the output is less than the output limit, the internal combustion engine and the electric motor are controlled to run with the required torque required for running in a state where the operation of the internal combustion engine is stopped, and the power less than the difference between the output limit and the required power is the catalyst heating means. The power supply means is controlled so that the power is supplied. As a result, the purification catalyst can be warmed up by the catalyst heating means and traveled by the required torque within a range in which the sum of the required power and the power supplied to the catalyst heating means is not more than the output limit of the power storage means. Therefore, the purification catalyst can be warmed up while suppressing excessive power from being output from the power storage means. Of course, since the purification catalyst is warmed up in a state where the operation of the internal combustion engine is stopped, fuel consumption due to operation of the internal combustion engine for warming up the purification catalyst can be suppressed.

  In such a hybrid vehicle of the present invention, the control means supplies the catalyst heating means when the set required power is not more than the set output limit when the warm-up request for the purification catalyst is made. A basic supply power as a basic value of power to be set, and when the set required power is less than a difference between the set output limit and the set basic supply power, the set basic supply power is the catalyst heating Controlling the power supply means to be supplied to the means, and when the set required power is larger than the difference between the set output limit and the set basic supply power, the set output limit and the setting It is also possible to control the power supply means so that the difference power from the required power is supplied to the catalyst heating means. The hybrid vehicle of this aspect of the present invention includes motoring means capable of motoring the internal combustion engine, and the control means is requested to warm up the purification catalyst in a state in which the operation of the internal combustion engine is stopped. When the set required power is less than or equal to the set output limit, the set required power is in a predetermined excess state that is greater than the difference between the set output limit and the set basic supply power When the predetermined starting condition including the above is satisfied, the internal combustion engine and the motoring means may be controlled so that the internal combustion engine is started by being motored by the motoring means. it can. This makes it easier to start the internal combustion engine than when the internal combustion engine is not started until the required power becomes greater than the output limit of the power storage means when the purification catalyst is requested to warm up. It becomes possible. As a result, when the required power becomes larger than the output limit, it is possible to respond more quickly to the required power. In this aspect of the hybrid vehicle of the present invention, the predetermined start condition is determined in advance when the predetermined excess state continues for a predetermined time or more, or the frequency at which the predetermined excess state is reached. It can also be a condition that is satisfied when the frequency is equal to or greater than a predetermined frequency.

  Further, in the hybrid vehicle of the present invention, when the internal combustion engine is in operation and a warm-up request for the purification catalyst is made, the control means has a timing that tends to become slower as the temperature of the purification catalyst becomes lower. It may be a means for controlling the internal combustion engine so that the internal combustion engine is operated with ignition.

  Alternatively, in the hybrid vehicle of the present invention, when the internal combustion engine is operated and the purification catalyst is requested to warm up, the control means is configured so that the temperature of the purification catalyst is requested to warm up the purification catalyst. When the temperature is lower than a predetermined temperature that is lower than the upper limit of the temperature range, the power supply means is controlled so that power is supplied to the catalyst heating means, and the temperature of the purification catalyst is higher than the predetermined temperature. When the temperature is high, the power supply means may be controlled so that power supply to the catalyst heating means is not performed.

  In addition, in the hybrid vehicle of the present invention, the control means may be means for setting the basic supply power so that the temperature of the purification catalyst decreases as the temperature of the purification catalyst increases.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine in which a purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system and capable of outputting driving power, an electric motor capable of inputting / outputting driving power, and an electric storage capable of exchanging electric power with the electric motor A control method for a hybrid vehicle comprising: means; catalyst heating means for heating the purification catalyst upon receipt of electric power; and electric power supply means for controlling supply of electric power from the power storage means to the catalyst heating means. And
When the required power required for running when the warm-up request for the purification catalyst is made in a state where the internal combustion engine is stopped, the output is less than the output limit as the maximum allowable power that may be discharged from the power storage means And controlling the internal combustion engine and the electric motor to run with a required torque required for running in a state where the operation of the internal combustion engine is stopped, and power less than a difference between the output limit and the required power is the catalyst heating. Controlling the power supply means to be supplied to the means;
It is characterized by that.

  In the hybrid vehicle control method according to the present invention, the required power required for running when the internal combustion engine is stopped and the purification catalyst is requested to warm up may be discharged from the power storage means. When the output is less than the output limit as power, the internal combustion engine and the motor are controlled to run with the required torque required for running with the internal combustion engine stopped, and the power less than the difference between the output limit and the required power The power supply means is controlled to be supplied to the catalyst heating means. As a result, the purification catalyst can be warmed up by the catalyst heating means and traveled by the required torque within a range in which the sum of the required power and the power supplied to the catalyst heating means is not more than the output limit of the power storage means. Therefore, the purification catalyst can be warmed up while suppressing excessive power from being output from the power storage means. Of course, since the purification catalyst is warmed up in a state where the operation of the internal combustion engine is stopped, fuel consumption due to operation of the internal combustion engine for warming up the purification catalyst can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 5 is a flowchart illustrating an example of a motor operation mode catalyst warm-up request control routine executed by a hybrid electronic control unit. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for basic power supply setting. It is explanatory drawing which shows the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when drive | working in motor operation mode. 5 is a flowchart showing an example of an engine operation catalyst warm-up request control routine executed by a hybrid electronic control unit 70; It is explanatory drawing which shows an example of the map for ignition timing correction value setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. It is explanatory drawing which shows the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when drive | working in the state in which the engine 22 is drive | operating. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

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

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device 134 having a purification catalyst 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The purifier 134 is provided with a heater 134b as a heat generating member (for example, stainless steel or the like) that generates heat by energization resistance when energized. One end of the heater 134b is connected to the positive terminal of the battery 50 via the switch 134c by a conductive line, and the other end is grounded by the conductive line. Accordingly, by turning on the switch 134c, it is possible to supply power from the battery 50 to the heater 134b to heat the purification catalyst 134a, and by adjusting the duty ratio of the switch 134c (hereinafter referred to as duty control), the battery The electric power supplied from 50 to the heater 134b can be adjusted.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. A cam position sensor that detects the cooling water temperature from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve The cam position from 144, the throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the air flow meter signal from the air flow meter 148 attached to the intake pipe, and the temperature sensor also attached to the intake pipe Intake air temperature from 149, the catalyst temperature Tc from temperature sensor 134d attached to the catalytic converter 134, air-fuel ratio from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, the drive signal to the switch 134c, and the like are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50, or calculates the remaining capacity (SOC) and battery temperature. Based on Tb, input / output limits Win and Wout are calculated as the maximum allowable power that may charge / discharge the battery 50. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when warming up the purification catalyst 134a of the purification device 134 will be described. FIG. 3 is a flowchart illustrating an example of a motor operation mode catalyst warm-up request control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) when the vehicle is traveling in the motor operation mode and a request for warming up the purification catalyst 134a is made. In the embodiment, the warming-up request of the purification catalyst 134a is an activation temperature Tcact (for example, 400 ° C. or the like) determined as the lower limit of the temperature range in which the catalyst temperature Tc from the temperature sensor 134d is activated. And less than 450 ° C.).

  When the motor operation mode catalyst warm-up request control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the temperature sensor. Processing for inputting data necessary for control such as the catalyst temperature Tc from 134d, the rotational speed Nm2 of the motor MG2, and the output limit Wout of the battery 50 is executed (step S100). Here, the rotational speed Nm2 of the motor MG2 is calculated from the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44 and is input from the motor ECU 40 by communication. Further, the output limit Wout of the battery 50 is set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication.

  When the data is input in this way, it should be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle for traveling based on the input accelerator opening Acc and the vehicle speed V. The required torque Tr * and the required power Pr * required for the vehicle for traveling are set (step S110). Here, in the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and a loss Loss as a loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, based on the catalyst temperature Tc, a basic supply power Phtmp as a basic value of power to be supplied to the heater 134b is set (step S120). Here, in the embodiment, the basic supply power Phtmp is stored in the ROM 74 as a basic supply power setting map by predetermining the relationship between the catalyst temperature Tc and the basic supply power Phtmp, and stored when the catalyst temperature Tc is given. The corresponding basic supply power Phtmp is derived from the map and set. An example of the basic supply power setting map is shown in FIG. As shown in the figure, the basic supply power Phtmp is within a temperature range where the catalyst temperature Tc is lower than a predetermined temperature Tcref (eg, 250 ° C., 300 ° C., etc.) lower than the activation temperature Tcact (eg, 400 ° C., 450 ° C., etc.). In order to quickly warm up the purification catalyst 134a, a relatively large predetermined power Ph1 is set, and power supply to the heater 134b is suppressed in a temperature range where the catalyst temperature Tc is higher than the predetermined temperature Tcref and lower than the activation temperature Tcact. However, in order to warm up the purification catalyst 134a, the higher the catalyst temperature Tc, the lower the predetermined power Ph1.

  Next, the required power Pr * is compared with the output limit Wout of the battery 50 and the value (Wout−Ptmp) obtained by subtracting the basic supply power Phtmp to the heater 134b from the output limit Wout of the battery 50 (step S130). When the power Pr * is equal to or less than the value (Wout-Phtmp), the basic supply power Phtmp is set as the target supply power Ph * to be supplied to the heater 134b, transmitted to the engine ECU 24 (step S140), and output from the motor MG1. A value 0 is set in the torque command Tm1 * (step S190), and a value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as a torque command Tm2 * to be output from the motor MG2 (step S200). Torque commands Tm1 * and Tm2 for the set motors MG1 and MG2 The send to the motor ECU 40 (step S210), and terminates this routine. The engine ECU 24 that has received the target supply power Ph * performs duty control of the switch 134c so that the supply power to the heater 134b becomes the target supply power Ph *. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. By such control, the purification catalyst 134a can be heated by the heater 134b within the range of the output limit Wout of the battery 50, and the required torque Tr * is output from the motor MG2 to the ring gear shaft 32a as the drive shaft. Can do. Of course, since the purification catalyst 134a is warmed up in a state where the operation of the engine 22 is stopped, the purification catalyst 134a is operated by operating the engine 22 in an operation state suitable for warming up the purification catalyst 134a (hereinafter referred to as a catalyst warm-up operation state). The fuel consumption by the engine 22 when the purifying catalyst 134a is warmed up can be suppressed as compared with the case where the warming up is performed. FIG. 6 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling in the motor operation mode. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown.

  When the required power Pr * is larger than the output limit Wout of the battery 50 in step S130, the engine 22 is started to respond to the driver's request (step S230), and this routine is ended. Here, the engine 22 is started by outputting torque from the motor MG1 and outputting torque that causes the motor MG2 to cancel torque output to the ring gear shaft 32a as a drive shaft in accordance with the output of this torque. Is performed, and fuel injection control and ignition control are started when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed (for example, 1000 rpm) or more. In this case, the torque to be output from the motor MG2 is the torque for outputting the required torque Tr * to the ring gear shaft 32a and the torque for canceling the torque acting on the ring gear shaft 32a when cranking the engine 22. The torque becomes the sum. In the embodiment, when the engine 22 is started, in order to start the engine 22 quickly while sufficiently responding to the driver's request, the output that allows the excess is not within the range of the output limit Wout of the battery 50. The motor MG1 and MG2 are controlled within a range equal to or less than the upper limit output (Wout + Wset) obtained by adding the predetermined excess output Wset as a minute to the output limit Wout, and the total power consumption of the motors MG1 and MG2 from the upper limit output (Wout + Wset) of the battery 50 The switch 134c is duty-controlled so that power equal to or less than the value obtained by subtracting is supplied to the heater 134b. Thus, when the engine 22 is started before the purification catalyst 134a is warmed up, the execution of this routine is terminated, and the execution of an engine operation catalyst warm-up request time control routine, which will be described later with reference to FIG. 7, is started.

  When the required power Pr * is greater than the value (Wout−Phtmp) in step S130 and less than or equal to the output limit Wout of the battery 50, a value (Wout−Pr *) obtained by subtracting the required power Pr * from the output limit Wout of the battery 50. Is set as the target supply power Ph * to the heater 134b and transmitted to the engine ECU 24 (step S150). In this case, excessive power is output from the battery 50 by setting the value (Wout−Pr *) instead of the basic supply power Phtmp as the target supply power Ph * to the heater 134a and duty-controlling the switch 134c. The purification catalyst 134a can be warmed up while suppressing the above.

  Next, when this routine is executed last time, when the required power Pr * is greater than the value (Wout−Ptmp) and is not below the output limit Wout of the battery 50, that is, this time When the predetermined excess state is reached, the measurement of the duration time tex of the predetermined excess state is started from the value 0 (steps S160 and S170). Note that when the predetermined excess state has been continued since this routine was executed before the previous time, the measurement of the duration time tex is continued.

  Then, the time duration tex being measured is compared with the threshold value texref (step S180). If the duration time tex in the predetermined excess state is less than the threshold value texref, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S190). Then, the value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as the torque command Tm2 * of the motor MG2 (step S200), and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S210). ), This routine is terminated. Here, the threshold value texref is the time required to determine that it is preferable to start the engine 22 in order to respond more quickly when the required power Pr * becomes larger than the output limit Wout of the battery 50. For example, several seconds to several tens of seconds can be used.

  When the predetermined excess state continues and the duration time tex reaches the threshold value texref or more (step S180), the engine 22 is started (step S230), this routine is terminated, and the engine operation catalyst warm-up request illustrated in FIG. Start execution of the hour control routine. In this way, by starting the engine 22 when the predetermined excess state duration tex reaches or exceeds the threshold value texref, the engine 22 is not started until the required power Pr * becomes larger than the output limit Wout. Since it becomes easier to start the engine 22, when the required power Pr * becomes larger than the output limit Wout of the battery 50, it is possible to easily respond to the driver's request quickly using the power from the engine 22. .

  The motor operation mode catalyst warm-up request control routine has been described above. Next, an engine operation catalyst warm-up request control routine illustrated in FIG. 7 will be described. This routine is repeatedly executed every predetermined time (for example, every several msec) when the warm-up request for the purification catalyst 134a is made after the engine 22 is started.

  When the engine operation catalyst warm-up request control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the temperature sensor 134d. A process for inputting data necessary for control, such as the catalyst temperature Tc from the motor, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the output limit Wout of the battery 50 is executed (step S300). Here, the input of the rotational speed Nm2 of the motor MG2 and the output limit Wout of the battery 50 has been described above. The rotational speed Nm1 of the motor MG1 can be input in the same manner as the rotational speed Nm2 of the motor MG2.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set and set based on the accelerator opening Acc and the vehicle speed V using the required torque setting map of FIG. The sum of the torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the loss Loss as a loss and the required power Pr * are set (step S310), and the basic supply power Phtmp is set based on the catalyst temperature Tc. (Step S320). In the embodiment, the basic supply power Phtmp when the engine 22 is operated is set based on the catalyst temperature Tc using the basic supply power setting map of FIG. 5 in the same manner as when the engine 22 is stopped. To do.

  Next, the required power Pr * is compared with the output limit Wout and the value (Wout−Phtmp) of the battery 50 (step S330). When the required power Pr * is equal to or less than the value (Wout−Phtmp), the basic supply power Phtmp is changed to the heater 134b. Is set as the target supply power Ph * to the engine ECU 24 and transmitted to the engine ECU 24 (step S340). When the required power Pr * is greater than the value (Wout-Ptmp) and less than or equal to the output limit Wout of the battery 50, the value (Wout-Pr * ) Is set as the target supply power Ph * to the heater 134b and transmitted to the engine ECU 24 (step S350).

  Subsequently, the catalyst warm-up speed Nset is set to the target speed Ne * of the engine 22 so that the engine 22 is operated in the catalyst warm-up operation state, and the catalyst warm-up torque Tset is set to the target torque of the engine 22. Te * is set (step S360), and based on the catalyst temperature Tc, an ignition timing correction value ΔTf is set as a correction value for delaying the ignition timing in the engine 22 (step S400), and the set target rotational speed Ne is set. *, Target torque Te *, and ignition timing correction value ΔTf are transmitted to engine ECU 24 (step S410). The engine ECU 24 that has received the target rotational speed Ne *, the target torque Te *, and the ignition timing correction value ΔTf is accompanied by ignition at a timing later than the ignition timing for efficiently operating the engine 22 by the ignition timing correction value ΔTf. Thus, intake air amount control, fuel injection control, and ignition control of the engine 22 are performed so that the engine 22 is operated at an operation point indicated by the target rotational speed Ne * and the target torque Te *. Here, in the embodiment, the ignition timing correction value ΔTf is determined in advance by storing the relationship between the catalyst temperature Tc and the ignition timing correction value ΔTf in advance as an ignition timing correction value setting map, and given the catalyst temperature Tc. The corresponding ignition timing correction value ΔTf is derived and set from the stored map. An example of the ignition timing correction value setting map is shown in FIG. As shown in the figure, the ignition timing correction value ΔTf is set such that the ignition timing tends to be delayed as the catalyst temperature Tc decreases. This is because when the catalyst temperature Tc is low, most of the combustion energy of the engine 22 is supplied as heat to the subsequent purification device 134 to promote warm-up of the purification catalyst 134a, and when the catalyst temperature Tc is somewhat high, the combustion efficiency is improved. This is to achieve compatibility with warm-up of the purification catalyst 134a. Thus, by operating the engine 22 in the catalyst warm-up operation state, the purification catalyst 134a can be warmed up by both heating by the heater 134b and exhaust from the engine 22.

  Then, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the target rotational speed of the motor MG1 is expressed by the following equation (1). Based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30, A torque command Tm1 * to be output from the motor MG1 is calculated (step S420), and the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 is added to the required torque Tr * to further reduce the gear of the reduction gear 35. The torque command Tm2 * of the motor MG2 divided by the ratio Gr is calculated by the following equation (3) (step S430), and the target rotational speed Ne * and target torque of the engine 22 are calculated. e *, the ignition timing correction value engine for ΔTTf ECU24, the torque command Tm1 *, and transmitted to the motor ECU40 for Tm2 * (step S440), and terminates this routine. FIG. 10 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is running. Expressions (1) and (3) can be easily derived by using the alignment chart of FIG. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * =-ρ ・ Te * / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (2)
Tm2 * = (Tr * + Tm1 * / ρ) / Gr (3)

  When the required power Pr * is larger than the output limit Wout of the battery 50 in step S330, the target supply power Ph * is set to a value 0 and transmitted to the engine ECU 24 (step S370), and the output limit Wout is subtracted from the required power Pr *. The obtained value is set as the required power Pe * required for the engine 22 (step S380), and the engine 22 is operated based on the set required power Pe * of the engine 22 and the operation line for operating the engine 22 efficiently. A target rotational speed Ne * and a target torque Te * as operating points to be set are set (step S390), an ignition timing correction value ΔTf is set based on the catalyst temperature Tc (step S400), and the set target rotational speed Ne is set. * And target torque Te * are transmitted to engine ECU 24 (step S410). The torque command Tm1 * of the motor MG1, MG2, and transmits to the motor ECU40 sets the Tm2 * (step S420~S440), the routine ends. FIG. 9 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). Thus, by driving the engine 22 under load, it is possible to meet the driver's request.

  According to the hybrid vehicle 20 of the embodiment described above, the required power Pr * is changed from the output limit Wout of the battery 50 to the heater 134b when the warm-up request of the purification catalyst 134a is made with the engine 22 stopped. When the basic supply power Phtmp is less than or equal to the value (Wout−Ptmp) obtained by subtracting the basic supply power Phtmp, the switch 134c is controlled so that the basic supply power Phtmp is supplied to the heater 134b, and the required power Pr * is less than the value (Wout−Ptmp). Since the switch 134c is controlled so that the difference power between the output limit Wout of the battery 50 and the required power Pr * is supplied to the heater 134b when the output limit Wout of the battery 50 is less than or equal to the output limit Wout of the battery 50, excessive power is output from the battery 50. The purification catalyst 134a is warmed up while being suppressed Rukoto can.

  In the hybrid vehicle 20 of the embodiment, when the required power Pr * is larger than the value (Wout−Phtmp) and less than or equal to the output limit Wout of the battery 50, a value obtained by subtracting the required power Pr * from the output limit Wout of the battery 50 ( Wout−Pr *) is set as the target supply power Ph *, but any value may be used as long as the target supply power Ph * is set within the range of the value (Wout−Pr *) or less.

  In the hybrid vehicle 20 of the embodiment, when the purification catalyst 134a is warmed up while running in the motor operation mode, if the required power Pr * is equal to or less than the output limit Wout of the battery 50, the duration time tex in the predetermined excess state is set. The engine 22 is started when the threshold value tex or more is reached. However, the present invention is not limited to this. For example, the predetermined number of times that the predetermined excess state is reached within a predetermined time (for example, several tens of seconds to several minutes). (For example, 3 times or 5 times) or more, or the ratio of the time that has been in a predetermined excess state within a predetermined time (for example, several tens of seconds to several minutes) is a predetermined ratio (for example, 30% or 50%) The engine 22 may be started at the above time. Further, the predetermined excess state is not limited to a state where the required power Pr * is larger than the value (Wout−Phtmp) and is not more than the output limit Wout of the battery 50. For example, the required power Pr * is the output limit of the battery 50. A state may be set such that the value is larger than a value (Wout−ΔW) smaller than a predetermined value ΔW (for example, a value slightly smaller or slightly larger than the basic supply power Phtmp) by a value equal to or smaller than the output limit Wout.

  In the hybrid vehicle 20 of the embodiment, when the purification catalyst 134a is warmed up while running in the motor operation mode, the required power Pr * is greater than the output limit Wout of the battery 50, or the required power Pr * is the battery 50. The engine 22 is started when the continuation time tex in the predetermined excess state at the output limit Wout or less reaches a threshold texref or more. However, when the required power Pr * is less than or equal to the output limit Wout of the battery 50, the predetermined excess is exceeded. When the state continuation time tex reaches or exceeds the threshold texref, or when the number of times that the state has reached the predetermined excess state within the predetermined time is greater than or equal to the predetermined number of times, the proportion of the predetermined time that is in the predetermined excess state is a predetermined ratio Even at the above time, the engine 22 may not be started.

  In the hybrid vehicle 20 of the embodiment, when the warm-up request of the purification catalyst 134a is made, as illustrated in FIG. 5, the basic power Ph1 is supplied to the heater 134b in the temperature range where the catalyst temperature Tc is equal to or lower than the predetermined temperature Tcref. The supply power Phtmp is set, and in the temperature range where the catalyst temperature Tc is higher than the predetermined temperature Tcref and lower than the activation temperature Tcact, the basic supply power Phtmp to the heater 134b is set so as to decrease from the predetermined power Ph1 as the catalyst temperature Tc increases. However, regardless of the magnitude relationship between the catalyst temperature Tc and the predetermined temperature Tcref, a constant power (for example, the predetermined power Ph1) may be set as the basic supply power Phtmp to the heater 134b. Basic supply power Phmt to heater 134b tends to decrease as temperature Tc increases. It may be set to.

  In the hybrid vehicle 20 of the embodiment, when starting the engine 22, the motors MG 1 and MG 2 are controlled within a range equal to or less than the upper limit output (Wout + Wset) obtained by adding the predetermined excess output Wset to the output limit Wout of the battery 50, and The switch 134c is duty-controlled so that power equal to or less than the value obtained by subtracting the sum of the power consumption of the motors MG1 and MG2 from the upper limit output (Wout + Wset) is set, but the output limit Wout of the battery 50 is It is also possible to control the motor MG1 and MG2 within the range and to duty-control the switch 134c so that power equal to or less than a value obtained by subtracting the total power consumption of the motors MG1 and MG2 from the output limit Wout is supplied to the heater 134b. Good.

  In the hybrid vehicle 20 of the embodiment, the basic supply power Phtmp to the heater 134 when the engine 22 is operated and the warming-up request for the purification catalyst 134a is made is the same as when the engine 22 is stopped. For example, when the engine 22 is stopped in a temperature range below the predetermined temperature Tcref2 (for example, the same temperature as the predetermined temperature Tcref) where the catalyst temperature Tc is lower than the activation temperature Tcact. Similarly, the value 0 may be set in the temperature range where the catalyst temperature Tc is higher than the predetermined temperature Tcref2 and lower than the activation temperature Tcact, or the value 0 may be set regardless of the catalyst temperature Tc. . When the basic supply power Phtmp to the heater 134b is 0 and the target supply power Ph * is 0, no power is supplied to the heater 134b, and the purification catalyst is operated by the operation of the engine 22 in the catalyst warm-up operation state. 134a will be warmed up.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is operated and the warming-up request for the purification catalyst 134a is made, the ignition timing correction value ΔTf is set such that the ignition timing tends to be delayed as the catalyst temperature Tc decreases. However, regardless of the catalyst temperature Tc, a fixed value for retarding the ignition timing may be set as the ignition timing correction value ΔTf.

  In the hybrid vehicle 20 of the embodiment, the catalyst temperature Tc is detected by the temperature sensor 134d attached to the purification device 134. However, the temperature sensor 134d is not provided, and the integrated value of the intake air amount Qa, the intake air temperature Ta, and the cooling are not provided. The temperature of the purification catalyst 134a may be estimated based on the water temperature Tw or the like.

  In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1, the crankshaft 26 of the engine 22, the rotation shaft of the motor MG1, the power distribution integration mechanism 30 connected to the ring gear shaft 32a as the drive shaft, the ring gear shaft The motor MG2 is mounted so as to output power to 32a. However, as exemplified in the hybrid vehicle 120 of the modified example of FIG. 11, an axle (drive wheel) to which a ring gear shaft 32a as a drive shaft is connected. The motor MG2 may be attached so as to output power to an axle different from the axle to which the wheels 63a and 63b are connected (an axle connected to the wheels 64a and 64b in FIG. 11). As illustrated, a drive shaft connected to the drive wheels 63a and 63b is connected via a transmission 230. A motor MG is attached, and the engine 22 is connected to the rotating shaft of the motor MG via the clutch 229. The motor 22 outputs the power from the engine 22 to the driving shaft via the rotating shaft of the motor MG and the transmission 230, and the motor. The power from the MG may be output to the drive shaft via the transmission 230. Further, as exemplified in the hybrid vehicle 320 of the modification of FIG. 13, the power from the engine 22 is output to the axle connected to the drive wheels 63a and 63b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 63a and 63b are connected (the axle connected to the wheels 64a and 64b in FIG. 13).

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as forms of vehicles other than a motor vehicle. Moreover, it is good also as a form of the control method of a hybrid 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 embodiment, the engine 22 having the purification device 134 having the purification catalyst 134a attached to the exhaust system corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, and the battery 50 corresponds to the “power storage means”. The heater 134b corresponds to “catalyst heating means”, the switch 134c corresponds to “power supply means”, the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current Ib of the battery 50, and the battery of the battery 50 The battery ECU 52 that calculates the output limit Wout as the maximum allowable power that may be discharged from the battery 50 based on the temperature Tb corresponds to “output limit setting means”, and is requested based on the accelerator opening Acc and the vehicle speed V. The required power is set based on the set required torque Tr * and the rotational speed Nr of the ring gear shaft 32a as the drive shaft. The hybrid electronic control unit 70 executes the process of step S110 of the motor operation mode catalyst warm-up request control routine of FIG. 3 for setting Pr * and the process of step S310 of the engine operation catalyst warm-up request control routine of FIG. Corresponds to “request value setting means”, and when the warm-up request of the purification catalyst 134a is made in a state where the engine 22 is stopped, when the required power Pr * is equal to or less than the output limit Wout of the battery 50, When the required power Pr * is equal to or less than the value (Wout−Ptmp) obtained by subtracting the basic supply power Phtmp to the heater 134b from the output limit Wout of the battery 50, the basic supply power Phtmp is set to the target supply power Ph * to the heater 134b. Is transmitted to the engine ECU 24, and the required power Pr * is a value (Wout−Ph). mp) greater than or equal to the output limit Wout of the battery 50, the difference power between the output limit Wout of the battery 50 and the required power Pr * is set as the target supply power Ph * to the heater 134b and transmitted to the engine ECU 24. The motor operation mode catalyst warm-up request control shown in FIG. 3 is set and transmitted to the motor ECU 40 by setting torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so that the engine 22 travels with the required torque Tr * in a state where the operation is stopped. The hybrid electronic control unit 70 that executes the routine, the motor ECU 40 that controls the motors MG1, MG2 based on the torque commands Tm1 *, Tm2 *, and the switch 134c are controlled so that the target supply power Ph * is supplied to the heater 134b. The engine ECU 24 that corresponds to the “control means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but a purification device having a purification catalyst that purifies exhaust gas such as a hydrogen engine. Any type of internal combustion engine may be used as long as it is attached to the exhaust system and can output traveling 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 134b, and any means may be used as long as it supplies the power and heats the purification catalyst. The “power supply means” is not limited to the switch 134c, and any power supply means may be used as long as it controls the supply of power from the power storage means to the catalyst heating means. As the “output limit setting means”, the maximum allowable discharge from the battery 50 based on the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current Ib of the battery 50 and the battery temperature Tb of the battery 50 It is not limited to the one that sets the output limit Wout as the electric power, but the one that sets the output limit Wout based on, for example, the internal resistance of the battery 50 in addition to the remaining capacity (SOC) and the battery temperature Tb. Any device may be used as long as it sets an output limit as the maximum allowable power that may be discharged from the power storage device based on the state of the device. As the “required value setting means”, the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V, and based on the set required torque Tr * and the rotational speed Nr of the ring gear shaft 32a as the drive shaft. It is not limited to the one that sets the required power Pr *, but any one that sets the required torque and the required power required for traveling, such as one that sets the required torque based only on the accelerator opening Acc. It does n’t matter. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when the warming-up request for the purification catalyst 134a is made in a state where the engine 22 is stopped, the engine 22 is operated when the required power Pr * is equal to or less than the output limit Wout of the battery 50. The engine 22 and the motors MG1 and MG2 are controlled so as to run with the required torque Tr * in a state where the operation is stopped, and the required power Pr * is reduced from the output limit Wout of the battery 50 to the basic supply power Phtmp to the heater 134b. When the obtained value (Wout−Phtmp) is less than or equal to the obtained value (Wout−Phtmp), the switch 134c is controlled so that the basic supply power Phtmp is supplied to the heater 134b, and the required power Pr * is greater than the value (Wout−Phtmp) and less than the output limit Wout of the battery 50. In this case, the output limit Wout of the battery 50 and the required power P * It is not limited to the one that controls the switch 134c so that the electric power of the difference from * is supplied to the heater 134b, but is required when the purifying catalyst is warmed up while the internal combustion engine is stopped. When the power is less than the output limit, the internal combustion engine and the electric motor are controlled to run with the required torque in a state where the internal combustion engine is stopped, and the power less than the difference between the output limit and the required power is supplied to the catalyst heating means. As long as it controls the power supply means, it does not matter.

  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 manufacturing industry of hybrid vehicles.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 Ring gear, 32a Ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 for battery Electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU 74 ROM, 76 RAM, 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 134a Catalyst, 134b Heater, 134c Switch, 134d Temperature sensor, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil , 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Slot Torr valve position sensor, 148 an air flow meter, 149 temperature sensor, 150 a variable valve timing mechanism 229 clutch, 230, 330 transmission, MG, MG1, MG2 motor.

Claims (7)

An internal combustion engine in which a purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system and capable of outputting driving power, an electric motor capable of inputting / outputting driving power, and an electric storage capable of exchanging electric power with the electric motor A hybrid vehicle comprising:
Catalyst heating means for receiving the supply of electric power and heating the purification catalyst;
Power supply means for controlling supply of power from the power storage means to the catalyst heating means;
Output limit setting means for setting an output limit as the maximum allowable power that may be discharged from the power storage means based on the state of the power storage means;
Request value setting means for setting a required torque and a required power required for traveling;
When the set required power is equal to or less than the set output limit when a request for warming up the purification catalyst is made in a state where the internal combustion engine is stopped, the internal combustion engine is in a stopped state. The internal combustion engine and the electric motor are controlled to run with the set required torque, and power equal to or less than the difference between the set output limit and the set required power is supplied to the catalyst heating unit. Control means for controlling the power supply means;
A hybrid car with The hybrid vehicle according to claim 1,
The control means has a basic value as a basic value of power to be supplied to the catalyst heating means when the set required power is equal to or less than the set output limit when the purification catalyst is requested to warm up. The power is set so that the set basic power supply is supplied to the catalyst heating means when the set required power is less than the difference between the set output limit and the set basic supply power. Controlling the supply means, and when the set required power is larger than the difference between the set output limit and the set basic supply power, the difference between the set output limit and the set required power Means for controlling the power supply means such that electric power is supplied to the catalyst heating means;
Hybrid car. A hybrid vehicle according to claim 2,
Motoring means capable of motoring the internal combustion engine;
The control means is configured to output the set request when the set required power is equal to or less than the set output limit when a request for warm-up of the purification catalyst is made in a state where the internal combustion engine is stopped. The internal combustion engine is motored by the motoring means when a predetermined start condition is satisfied, including a predetermined excess state in which power is greater than a difference between the set output limit and the set basic supply power. Means for controlling the internal combustion engine and the motoring means to be started
Hybrid car. A hybrid vehicle according to claim 3,
The predetermined start condition is a condition that is satisfied when the predetermined excess state continues for a predetermined time or more, or when the frequency of the predetermined excess state is equal to or higher than a predetermined frequency. is there,
Hybrid car. A hybrid vehicle according to any one of claims 1 to 4,
When the internal combustion engine is operating and a request for warming up the purification catalyst is made, the control means operates the internal combustion engine with ignition at a timing that tends to become slower as the temperature of the purification catalyst becomes lower. Means for controlling the internal combustion engine to be
Hybrid car. A hybrid vehicle according to any one of claims 1 to 5,
When the internal combustion engine is operated and a request for warming up the purification catalyst is made, the control means is a temperature at which the temperature of the purification catalyst is lower than the upper limit of a temperature range in which the warming-up request for the purification catalyst is made When the temperature of the purification catalyst is higher than the predetermined temperature, the power supply means is controlled so that power is supplied to the catalyst heating means when the temperature is lower than a predetermined temperature. Means for controlling the power supply means so as not to be supplied;
Hybrid car. An internal combustion engine in which a purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system and capable of outputting driving power, an electric motor capable of inputting / outputting driving power, and an electric storage capable of exchanging electric power with the electric motor A control method for a hybrid vehicle comprising: means; catalyst heating means for heating the purification catalyst upon receipt of electric power; and electric power supply means for controlling supply of electric power from the power storage means to the catalyst heating means. And
When the required power required for running when the warm-up request for the purification catalyst is made in a state where the internal combustion engine is stopped, the output is less than the output limit as the maximum allowable power that may be discharged from the power storage means And controlling the internal combustion engine and the electric motor to run with a required torque required for running in a state where the operation of the internal combustion engine is stopped, and power less than a difference between the output limit and the required power is the catalyst heating. Controlling the power supply means to be supplied to the means;
A control method for a hybrid vehicle.