JP2012071739A - Hybrid car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve driveability when traveling by using power output from an internal combustion engine, while the warm up of a purification catalyst for purifying exhaust of the internal combustion engine is requested.SOLUTION: When the warm up of a purification catalyst is requested, and when traveling power Pdrv* is larger than the threshold power obtained by subtracting a margin α from output limitation equivalent power(kw-Wout) (S120, S130), a difference power obtained by subtracting the threshold power from the traveling power Pdrv* and setting as the engine requesting power Pe* (S150), while the engine is operated according to the set request power Pe*, the engine and two motors are controlled so that the power below the output limitation equivalent power (kw-Wout) is output from the battery, and travel by power based on the traveling power Pdrv* (S160, S190-S240).

Description

  TECHNICAL FIELD The present invention relates to a hybrid vehicle, and more specifically, an internal combustion engine capable of outputting traveling power by a purification device having a purification catalyst for purifying exhaust gas being attached to an exhaust system, and an electric motor and an electric motor capable of outputting traveling power And a secondary battery capable of exchanging electric power.

  Conventionally, as this type of hybrid vehicle, a purification device having a purification catalyst for purifying exhaust is attached to an exhaust system, an engine that outputs traveling power, a motor that outputs traveling power, a motor and electric power When the catalyst warm-up is not completed and the traveling power is larger than the battery output power, the first power obtained by subtracting the battery output power from the traveling power is output from the engine. There has been proposed one that controls an engine and a motor so as to travel with traveling power (see, for example, Patent Document 1). In this hybrid vehicle, this control suppresses the deterioration of emissions compared to the one that outputs the driving power from the engine when the catalyst warm-up is not completed and the driving power is larger than the battery output power. Yes.

JP 2010-179780 A

  In the hybrid vehicle described above, when the catalyst warm-up is not completed and the traveling power is larger than the battery output power, the first power of the traveling power is output from the engine and the battery output power is output from the battery. Therefore, when the power for driving increases rapidly, the first power increases rapidly, and the output power from the engine becomes insufficient with respect to the first power due to the response delay of the engine, the driving power for the shortage In other words, the vehicle may run with less power and may give the driver a feeling of rattling.

  The main purpose of the hybrid vehicle of the present invention is to improve drivability in a state where warming-up of a purification catalyst for purifying exhaust gas from an internal combustion engine is required.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
A purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system and is capable of outputting traveling power, an electric motor capable of outputting traveling power, and two electric motors capable of exchanging electric power. A hybrid vehicle comprising: a secondary battery;
Output limit setting means for setting an output limit that is the maximum power that can be output from the secondary battery according to the state of the secondary battery;
Traveling power setting means for setting traveling power required for traveling;
When the set travel power when the purifying catalyst is warmed up is greater than a threshold power smaller than the output limit equivalent power corresponding to the set output limit, the set travel power is The internal combustion engine is operated according to the differential power obtained by subtracting the threshold power, and the power equal to or lower than the output limit power is output from the secondary battery and travels based on the set power for travel. Control means for controlling the internal combustion engine and the electric motor,
It is a summary to provide.

  In the hybrid vehicle of the present invention, the power required for running when the purification catalyst is warmed up is more than the output limit equivalent power corresponding to the output limit that is the maximum power that can be output from the secondary battery. When it is larger than the small threshold power, the internal combustion engine is operated according to the differential power obtained by subtracting the threshold power from the driving power, and the power equal to or lower than the output limit equivalent power is output from the secondary battery and is based on the driving power. The internal combustion engine and the electric motor are controlled to run with power. As a result, when the traveling power does not change suddenly (when the output power from the internal combustion engine becomes substantially equal to the differential power), the differential power is output from the internal combustion engine and the remaining threshold power is set. The power is output from the secondary battery and travels with the traveling power. Therefore, when the traveling power increases rapidly, the differential power increases rapidly, and the output power from the internal combustion engine becomes insufficient with respect to the differential power due to the response delay of the internal combustion engine, the output power from the secondary battery is less than the output limit equivalent power. By controlling the electric motor so as to increase within the range, at least a part of the shortage can be compensated for, so that drivability can be improved. Of course, when the driving power is larger than the threshold power, the deterioration of the emission can be suppressed by operating the internal combustion engine according to the differential power as compared with the driving of the internal combustion engine according to the driving power. it can. In the hybrid vehicle of the present invention, the control means is configured to warm up the purification catalyst when the set travel power is equal to or lower than the threshold power when the purification catalyst is requested to warm up. Thus, the internal combustion engine and the electric motor may be controlled so as to travel with the set traveling power while the internal combustion engine is operated.

  In such a hybrid vehicle of the present invention, the threshold power may be a power obtained by subtracting a margin, which is determined to increase as the purification catalyst warms up, from the output limit equivalent power. .

  Further, in the hybrid vehicle of the present invention, the threshold power may be a power obtained by subtracting a margin determined to decrease as the purification catalyst warms up from the output limit equivalent power. it can. In this aspect of the hybrid vehicle of the present invention, the control means is a means for controlling the internal combustion engine such that the responsiveness of the output power from the internal combustion engine to the differential power increases as the purification catalyst warms up. There can be.

  Furthermore, in the hybrid vehicle of the present invention, a generator capable of exchanging electric power with the secondary battery and capable of inputting / outputting power, a drive coupled to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the axle A planetary gear mechanism in which three rotating elements are connected to three axes of the shaft, and the electric motor is attached to any axle of the vehicle so that power can be output, and the control means includes the internal combustion engine It may be a means for controlling the generator during operation of the engine.

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. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. An example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30 when the engine 22 is running while operating at the operating point for warming up the purification catalyst 134a. It is explanatory drawing shown. 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. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30 when traveling while outputting power from the engine 22. FIG. It is explanatory drawing which shows an example of the map for a margin setting. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the modification. It is explanatory drawing which shows an example of the map for annealing constant setting. It is explanatory drawing which shows an example of the map for a margin setting. 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, and this mixture is sucked into the combustion chamber through the intake valve 128 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is sent to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Discharged.

  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. The cam position for detecting the coolant temperature Tw from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) attached to the combustion chamber, the rotational position of the intake valve 128 for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve The cam position from the sensor 144, the throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the amount of intake air Qa from the air flow meter 148 attached to the intake pipe, and the temperature sensor also attached to the intake pipe The intake air temperature Tin from 49, the catalyst temperature Tc from the temperature sensor 134b for detecting the temperature of the purification catalyst 134a, the air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen signal Vo from the oxygen sensor 135b, etc. are input via the input port. Has been. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

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

  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 configured as, for example, a lithium ion secondary battery, and is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. Based on the above, the input / output limits Win and Wout, which are the maximum power that may charge / discharge the battery 50, are calculated. 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 showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, the output limit Wout of the battery 50, the catalyst warm-up request flag Fc indicating whether or not the warm-up request for the purification catalyst 134a has been made, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the 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. Further, the catalyst warm-up request flag Fc is lower than the activation temperature Tcact (for example, 400 ° C., 420 ° C., 450 ° C., etc.) where the catalyst temperature Tc from the temperature sensor 134b is assumed to be activated. The value 1 is sometimes set, and when the catalyst temperature Tc from the temperature sensor 134b is equal to or higher than the activation temperature Tcact, the value 0 is set by communication from the engine ECU 24.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And travel power Pdrv * are set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The traveling power Pdrv * can be calculated by adding the loss Los as a loss to the product of the set required torque Tr * and the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the value of the catalyst warm-up request flag Fc is checked (step S120). When the catalyst warm-up request flag Fc is 1, it is determined that a warm-up request for the purification catalyst 134a has been made, and the travel power Pdrv * , The threshold power (kw · Wout−) obtained by subtracting the margin α from the output limit equivalent power (kw · Wout) obtained by multiplying the conversion limit kw for converting the power into the power of the drive system by the output limit Wout of the battery 50. (α) (step S130). Here, the margin α is set to a threshold power (kw · Wout−α) or a required power Pe * of the engine 22 when the traveling power Pdrv * is larger than the threshold power (kw · Wout−α) (described later). In step S150) and is determined by the specifications of the engine 22 and the motor MG2.

  When the traveling power Pdrv * is equal to or less than the threshold power (kw · Wout−α), the rotational speed Nset and the torque Tset as the operation point for warming up the purification catalyst 134a are used as the target rotational speed Ne * and the target torque. Te * is set (step S140). Here, as the rotation speed Nset, for example, a lower limit value (for example, 1000 rpm, 1200 rpm, 1300 rpm) or a slightly larger value when the engine 22 is operated can be used. As the torque Tset, for example, A value of 0 or a value slightly larger than that can be used.

  Subsequently, from the engine 22 using the torque command (previous Tm1 *) of the motor MG1 and the gear ratio ρ of the power distribution and integration mechanism 30 set in the process of step S200 described later when this routine was executed last time. The estimated output torque Test estimated as the output torque is calculated by the following equation (1) (step S190), the target rotation speed Ne * of the engine 22, the rotation speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and The target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (2) using the gear ratio Gr of the reduction gear 35, and the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1 and the estimation of the engine 22 are calculated. Based on the output torque Test and the gear ratio ρ of the power distribution and integration mechanism 30, the torque command Tm1 * of the motor MG1 is calculated by Equation (3). Step S200). An example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30 when the engine 22 is running while operating at the operating point for warming up the purification catalyst 134a. As shown in FIG. 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. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expressions (1) and (2) can be easily derived by using this alignment chart. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term. Since the torque Tset at the warm-up operation point of the purification catalyst 134a is a small value (for example, value 0), when the engine 22 is operated at the operation point, the torque command Tm1 * of the motor MG1 is absolute. A small value will be set. In the alignment chart of FIG. 5, some arrows are exaggerated for the purpose of illustration.

Teest =-(1 + ρ), previous Tm1 * / ρ (1)
Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)
Tm1 * =-ρ ・ Teest / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (3)

  Then, 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 *, and further divided by the gear ratio Gr of the reduction gear 35, a temporary torque to be output from the motor MG2. A temporary torque Tm2tmp that is a value is calculated by the following equation (4) (step S210), and a motor obtained by multiplying the output limit equivalent power (kw · Wout) and the torque command Tm1 * by the current rotational speed Nm1 of the motor MG1. A torque limit Tm2max as an upper limit of the torque that may be output from the motor MG2 is calculated by dividing the difference from the consumed power (generated power) of the MG1 by the rotation speed Nm2 of the motor MG2 (step S220). ), The calculated temporary torque Tm2tmp is limited to the torque limit Tm2max by the equation (6), and the torque command of the motor MG2 is Setting the m2 * (step S230). Here, Equation (4) can be easily derived from the alignment chart of FIG. Further, considering that the torque Tset at the warm-up operation point of the purification catalyst 134a is small and the magnitude of the torque command Tm1 * of the motor MG1 is small, if the torque command Tm1 * is 0, the temporary motor torque Tm2tmp is obtained. Is set to a value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35. Considering that the traveling power Pdrv * is equal to or less than the threshold power (kw · Wout−α), the temporary motor torque Tm2tmp is set in the torque command Tm2 * of the motor MG2.

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

  When the target rotational speed Ne * of the engine 22 and the target torque Te * and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S240), and this routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. At this time, in order to further promote the warming-up of the purification catalyst 134a, the ignition timing of the engine 22 is later than the ignition timing for efficiently operating the engine 22 (hereinafter referred to as fuel efficiency ignition timing) and the catalyst warm-up time is increased. The ignition timing suitable for the engine (hereinafter referred to as catalyst warm-up ignition timing) was used. 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.

  When the traveling power Pdrv * is larger than the threshold power (kw · Wout−α) in step S130, the difference power (Pdrv * −kw •) obtained by subtracting the threshold power (kw · Wout−α) from the traveling power Pdrv *. Wout + α) is set as the required power Pe * to be output from the engine 22 (step S150), and an operation line for efficiently operating the engine 22 and the required power Pe * as a restriction between the rotational speed Ne and the torque Te of the engine 22 Is set as the target rotational speed Ne * and the target torque Te * of the engine 22 (step S160), and the torque commands Tm1 * of the motors MG1 and MG2 are processed by the processing of steps S190 to S230 described above. , Tm2 *, the target rotational speed Ne * of the engine 22 and the target The engine ECU24 for torque Te * city, the torque command Tm1 * of the motor MG1, MG2, and sends each motor ECU40 for Tm2 * (step S240), and terminates this routine. FIG. 6 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 by the intersection of the operating line and a curve with a constant required power Pe * (Ne * × Te *). FIG. 7 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when traveling while outputting power from the engine 22.

  Here, when the output limit excess power (Pdrv * −kw · Wout) obtained by subtracting the output limit equivalent power (kw · Wout) from the traveling power Pdrv * is set as the required power Pe * of the engine 22 (comparative example) ) And the case where the differential power (Pdrv * −kw · Wout + α) is set as the required power Pe * of the engine 22 (example). In the comparative example in which the output limit excess power (Pdrv * −kw · Wout) is set as the required power Pe * of the engine 22, when the traveling power Pdrv * is not changing suddenly (the estimated output torque Test and the engine speed of the engine 22) When the output power from the engine 22 obtained as a product of Ne is substantially equal to the required power Pe *), the power exceeding the power limit (Pdrv * −kw · Wout) of the traveling power Pdrv * is obtained from the engine 22. In addition to the output, the power corresponding to the output limit (kw · Wout) can be output from the battery 50 and can be driven by the traveling power Pdrv *. However, the traveling power Pdrv * increases rapidly and the required power Pe * increases rapidly. The output power from the engine 22 is insufficient with respect to the required power Pe * due to the response delay of In this case, since there is no permissible increase in output power from the battery 50 within the range of the output limit power (kw · Wout) or less, only the shortage (hereinafter referred to as engine shortage power) is obtained from the traveling power Pdrv *. However, the vehicle will run with a small amount of power, which may give the driver a feeling of rattling. On the other hand, in the embodiment in which the differential power (Pdrv * −kw · Wout + α) is set as the required power Pe * of the engine 22, when the required power Pe * does not change suddenly, the differential power (Pdrv) of the travel power Pdrv * * −kw · Wout + α) is output from the engine 22 and the threshold power (kw · Wout−α) is output from the battery 50 and the vehicle is driven by the driving power Pdrv *. Therefore, the driving power Pdrv * increases rapidly. Therefore, when the required power Pe * increases rapidly and the output power from the engine 22 becomes insufficient with respect to the required power Pe *, the output power from the battery 50 increases within a range equal to or less than the output limit equivalent power (kw · Wout). It is possible to compensate for at least a part of the engine shortage power by controlling the motor MG2. Come, it is possible to improve the drivability. In general, since the operating efficiency of the engine 22 tends to increase as the output from the engine 22 increases in the low output region, the differential power (Pdrv * −kw · Wout + α) is set as the required power Pe * of the engine 22. By controlling the engine 22 in this way, it is possible to improve the fuel efficiency compared to the case where the output power exceeding the power limit (Pdrv * −kw · Wout) is set as the required power Pe * of the engine 22 and the engine 22 is controlled. it can. Of course, the differential power (Pdrv * −kw · Wout + α) is set as the required power Pe * of the engine 22 and the engine 22 is controlled to set the travel power Pdrv * as the required power Pe * of the engine 22 and the engine. Deterioration of emissions can be suppressed as compared with the one that controls 22. As for the margin α, if a relatively large value (for example, the assumed maximum value of engine shortage power or a value in the vicinity thereof) is used, the output limit equivalent power (kw) of the output power from the battery 50 is used. The increase allowance up to Wout) is increased, so when the driving power Pdrv * increases rapidly and engine power shortage occurs, the power shortage can be more fully compensated, and a relatively small value should be used. For example, since the output power from the engine 22 when the traveling power Pdrv * is not changing suddenly becomes small, it is possible to suppress the deterioration of the emission. Therefore, in the embodiment, a conforming value determined in consideration of these is used as the margin α.

  When the catalyst warm-up request flag Fc is 0 in step S120, it is determined that the warm-up request for the purification catalyst 134a has not been made, and the battery 50 set based on the remaining capacity (SOC) of the battery 50 is charged / discharged. The power obtained by subtracting the charge / discharge required power Pb * (a positive value when discharged from the battery 50) as the power required for the travel from the travel power Pdrv * is set as the required power Pe * (step S170). Then, the rotational speed and torque obtained using the set required power Pe * and the operation line are set as the target rotational speed Ne * and target torque Te * of the engine 22 (step S180), and the above-described steps S190 to S230 are performed. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set by processing, and the target rotational speed N of the engine 22 is set. A * and the target torque Te * engine for city ECU 24, the torque command Tm1 * of the motor MG1, MG2, and sends each motor ECU40 for Tm2 * (step S240), and terminates this routine. In this case, the ignition timing for fuel consumption described above is used as the ignition timing of the engine 22.

  According to the hybrid vehicle 20 of the embodiment described above, the threshold value obtained by subtracting the margin α from the output limit equivalent power (kw · Wout) when the travel power Pdrv * is requested to warm up the purification catalyst 134a. When the power (kw · Wout−α) is greater than the power (kw · Wout−α), the difference power (Pdrv * −kw · Wout + α) obtained by subtracting the threshold power (kw · Wout−α) from the driving power Pdrv * is the required power Pe * of the engine 22. The engine 22 is operated according to the set required power Pe *, and power equal to or lower than the output limit equivalent power (kw · Wout) is output from the battery 50 and travels with power based on the travel power Pdrv *. Since the engine 22 and the motors MG1, MG2 are controlled, the output limit excess power Pdrv * −kw · Wout) is set as the required power Pe * of the engine 22, and the drivability when the driving power Pdrv * increases rapidly and the differential power (Pdrv * −kw · Wout + α) increases rapidly. Improvements can be made. Naturally, it is possible to suppress the deterioration of the emission as compared with the case where the traveling power Pdrv * is set as the required power Pe * of the engine 22.

  In the hybrid vehicle 20 of the embodiment, a constant value is used for the margin α, but it may be set to increase as the catalyst warms up. Here, as a parameter indicating the progress of catalyst warm-up, for example, catalyst temperature Tc, duration of catalyst warm-up, or the like can be used. When the margin α is set using the catalyst temperature Tc, for example, when the catalyst temperature Tc is lower than the threshold Tcref (when the catalyst warm-up has not progressed so much) as illustrated in the margin setting map of FIG. Sets a relatively small value α1 as the margin α, and when the catalyst temperature Tc is equal to or higher than the threshold value Tcref (when the catalyst warm-up is progressing to some extent), the value α1 is larger than the value α1 as the catalyst temperature Tc increases. The margin α is set so as to increase toward α2 and become constant at the value α2, or when the catalyst temperature Tc is lower than the threshold value Tcref, the value α1 is set to the margin α, and when the catalyst temperature Tc is equal to or higher than the threshold value Tcref. The value α2 can be set to the margin α. Here, the threshold value Tcref is determined as a lower limit of a temperature range in which the catalyst warm-up is progressing to some extent (for example, a part of the purification catalyst 134b is activated). C., 220.degree. C., etc. can be used. The values α1 and α2 are conforming values determined in consideration of the relationship between the catalyst temperature Tc and the purification capability of the purification catalyst 134a. Generally, the operating efficiency of the engine 22 tends to increase as the output from the engine 22 increases in the low output region. Further, the purification capability of the purification catalyst 134a tends to increase as the catalyst warm-up progresses (the higher the catalyst temperature Tc). Therefore, by setting the margin α so as to increase with the progress of the catalyst warm-up, when the traveling power Pdrv * is larger than the threshold power (kw · Wout−α), a large value is set according to the progress of the catalyst warm-up. Therefore, the deterioration of the emission can be suppressed and the fuel consumption can be improved according to the purification capability of the purification catalyst 134a.

  In the hybrid vehicle 20 of the embodiment, a constant value is used for the margin α, but it may be set so as to decrease as the catalyst warms up. When the margin α is set using the catalyst temperature Tc as a parameter indicating the progress of catalyst warm-up, a drive control routine illustrated in FIG. 9 may be executed instead of the drive control routine of FIG. The drive control routine illustrated in FIG. 9 is the same as that shown in FIG. 3 except that steps S125 and S185 are added, and steps S140b, S160b, and S180b are executed instead of steps S140, S160, and S180. This is the same as the drive control routine. Therefore, the same process is given the same step number, and the detailed description thereof is omitted.

  In the drive control routine of FIG. 9, when the catalyst warm-up request flag Fc is a value 1 in step S120, the margin α is set based on the catalyst temperature Tc (step S125), and the same processing as in the above-described steps S130 to S160. By processing, the target rotational speed Ne * of the engine 22 is set, and the target torque Te * is set by replacing it with the temporary torque Tempmp (steps S130, S140b, S150, S160b). Here, the catalyst temperature Tc detected by the temperature sensor 134b is input from the engine ECU 24 through communication and used. On the other hand, when the catalyst warm-up request flag Fc is 0 in step S120, the target rotational speed Ne * of the engine 22 is set and the target torque Te * is set to the temporary torque by the same processing as the processing in steps S170 and S180 described above. Setting is replaced with Tempmp (steps S170 and S180b). Then, a gradual change process (smoothing process, rate process, etc.) is performed on the set temporary torque Ttmp to set the target torque Te * (step S185), and the processes after step S190 are executed. In this modified example, the process of step S185 uses the provisional torque Tempmp and the target torque (previous Te *) set in this process when this routine was executed last time and the tempering constant τ as follows: ) To set the target torque Te *. Here, the annealing constant τ (0 <τ <1) is used for slowly changing the target torque Te *, and the larger the value (closer to the value 1), the target torque relative to the temporary torque Tetmp. The followability of Te * is lowered and the response of the output power to the required power Pe * is lowered. In this modified example, the annealing constant τ is set to become smaller as the catalyst warms up. For example, as illustrated in the annealing constant setting map of FIG. 10, the catalyst temperature Tc is set to the threshold value Tcref. When the temperature is less than (when the catalyst warm-up has not progressed so much), a relatively large value τ1 is set as the smoothing constant τ, and when the catalyst temperature Tc is equal to or higher than the threshold value Tcref (the catalyst warm-up has progressed to some extent). When the catalyst temperature Tc is less than the threshold value Tcref, or an increase constant τ is set such that the value decreases from the value τ1 toward the smaller value τ2 and becomes constant at the value τ2. In this case, the value τ1 can be set to the smoothing constant τ, and when the catalyst temperature Tc is equal to or higher than the threshold value Tcref, the value τ2 can be set to the smoothing constant τ. Here, the values τ1 and τ2 are conforming values. Further, in this modified example, the margin α is set so as to decrease as the catalyst warms up as described above. For example, as illustrated in the margin setting map of FIG. When the catalyst temperature Tc is equal to or greater than the threshold value Tcref, the relatively large value α3 is set to the margin α when the value is less than the threshold value Tcref, and decreases from the value α3 toward the smaller value α4 as the catalyst temperature Tc increases. The margin α is set to be constant, the value α3 is set to the margin α when the catalyst temperature Tc is less than the threshold Tcref, and the value α4 is set to the margin α when the catalyst temperature Tc is equal to or higher than the threshold Tcref. Can be. Here, the value α3 and the value α4 are suitable values. Hereinafter, the reason for setting the smoothing constant τ and the margin α will be described.

  Te * = (1-τ) ・ Tetmp + τ ・ previous Te * (7)

  First, the annealing constant τ will be described. When the output power from the engine 22 changes suddenly, the air-fuel ratio AF is likely to be disturbed, and when the catalyst warm-up is not progressing so much (when the catalyst temperature Tc is less than the threshold value Tcref), the catalyst warm-up is completed. If the output power from the engine 22 changes suddenly when the catalyst warm-up is not progressing much, the purification capability of the purification catalyst 134a is significantly lower than when the catalyst temperature Tc is equal to or higher than the activation temperature Tcact. Emissions are likely to deteriorate. On the other hand, when the catalyst warm-up has progressed to some extent (when the catalyst temperature Tc is equal to or higher than the threshold value Tcref and lower than the activation temperature Tcact), the purification catalyst 134a is compared to when the catalyst warm-up has not progressed so much. Therefore, the degree of deterioration of the emission when the output power from the engine 22 changes suddenly is small. Therefore, in this modification, when the catalyst warm-up is not progressing so much, a relatively large value τ1 is used as the smoothing constant τ in order to suppress the sudden change in the output power from the engine 22 and suppress the deterioration of the emission. The used slow change process is performed on the temporary torque Tetmp to set the target torque Te * to be used for controlling the engine 22. When the catalyst warm-up has progressed to some extent, the catalyst warm-up has progressed so much. Based on the fact that the degree of deterioration of the emission when the output power from the engine 22 changes suddenly is smaller than when there is no output, the follow-up performance of the target torque Te * with respect to the temporary torque Tempmp is increased, and the output power with respect to the required power Pe * In order to increase the responsiveness of the torque T Set a target torque Te * is performed with respect to those used for the control of the engine 22.

  Next, the margin α will be described. Hereinafter, the case where the catalyst warm-up has not progressed so much (when the catalyst temperature Tc is less than the threshold value Tcref) will be described, and then the catalyst warm-up has progressed to some extent (the catalyst temperature Tc is equal to or higher than the threshold value Tcref). (When activation temperature is lower than Tcact). When the catalyst warm-up is not progressing so much, a gradual change process using a relatively large value τ1 as the smoothing constant τ is performed on the temporary torque Tempmp to set the target torque Te * and used for controlling the engine 22 Therefore, when the traveling power Pdrv * increases rapidly and the required power Pe * increases rapidly, the engine shortage power tends to increase. Considering this, in this modification, when the catalyst warm-up has not progressed so much, a relatively large value α3 is set as the margin α. As a result, the permissible increase in the output power from the battery 50 up to the power equivalent to the output limit (kw · Wout) increases, so that the engine shortage occurs when the traveling power Pdrv * increases rapidly and the required power Pe * increases rapidly. Power can be more fully supplemented, and drivability can be improved. Next, the case where the catalyst warm-up has progressed to some extent will be described. At this time, since the gradual change process using a value smaller than the value τ1 as the smoothing constant τ is performed on the temporary torque Tempmp to set the target torque Te * and use it for the control of the engine 22, the traveling power Pdrv * is The engine shortage power when the required power Pe * increases rapidly and decreases compared to when the catalyst warm-up is not progressing so much. Considering this, in this modification, when the catalyst warm-up has progressed to some extent, a value smaller than the margin α3 is set as the margin α. As a result, the output power from the engine 22 when the traveling power Pdrv * is greater than the threshold power (kw · Wout−α) and does not change suddenly becomes small, so that deterioration of emissions can be suppressed.

  Thus, in the modification in which the margin α is set so as to decrease as the catalyst warms up, when the catalyst warm-up is not progressing so much, the traveling power Pdrv * is larger than the threshold power (kw · Wout−α). In addition, it is possible to improve the drivability when it suddenly increases, and when the catalyst warm-up is progressing to some extent, the traveling power Pdrv * is larger than the threshold power (kw · Wout−α) and has not changed suddenly. Deterioration of emissions can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the estimated output torque Test of the engine 22 is calculated by the above-described equation (1) using the previous torque command (previous Tm1 *) of the motor MG1 and the gear ratio ρ of the power distribution and integration mechanism 30. However, the target torque Te * may be set by performing dead time compensation or first-order delay compensation. Note that dead time compensation and first-order lag compensation are responsiveness of the output torque from the engine 22 to the target torque Te * (responsiveness to the product of the target rotational speed Ne * of the output power from the engine 22 and the target torque Te *). Is a compensation performed using a value (constant) determined in advance by experiment or analysis.

  In the hybrid vehicle 20 of the embodiment, the catalyst temperature Tc is detected by the temperature sensor 134b attached to the purification device 134. However, the temperature sensor 134b is not provided, and the integrated value of the intake air amount Qa, the intake air temperature Tin, the cooling is 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 power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 12) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 35, the motor MG is connected to the drive shaft connected to the drive wheels 63a and 63b via the transmission 230, as exemplified in the hybrid vehicle 220 of the modified example of FIG. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 229, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230, and from the motor MG. This power may be output to the drive shaft via the transmission 230. Further, as exemplified in the hybrid vehicle 320 of the modification of FIG. 14, 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. 14). In other words, any type of hybrid vehicle may be used as long as it has an internal combustion engine that outputs driving power and an electric motor that outputs driving 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 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 “secondary battery”. The output limit that is the maximum allowable power that may be discharged from the battery 50 based on the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor and the battery temperature Tb of the battery 50 The battery ECU 52 that calculates Wout corresponds to “output limit setting means”, and sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, and the rotational speed Nr of the ring gear shaft 32a to the set required torque Tr *. Of the drive control routine of FIG. 3 for setting the travel power Pdrv as a value obtained by multiplying the value by the loss Loss as a loss. The hybrid electronic control unit 70 that executes the processing of S110 corresponds to “traveling power setting means”, and when the warming-up request for the purification catalyst 134a is made, the traveling power Pdrv * is the output limit equivalent power (kw · When it is larger than the threshold power (kw · Wout−α) obtained by subtracting the margin α from Wout), the differential power (Pdrv * −kw) obtained by subtracting the threshold power (kw · Wout−α) from the driving power Pdrv *. Wout + α) is set as the required power Pe * of the engine 22, the engine 22 is operated in accordance with the set required power Pe *, and power equal to or less than the output limit equivalent power (kw · Wout) is output from the battery 50. The target rotational speed Ne of the engine 22 so as to travel with power based on the traveling power Pdrv *. * And the target torque Te * and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40, and the processing for step S120 and subsequent steps in the drive control routine of FIG. Control unit 70, engine ECU 24 that controls engine 22 based on received target rotational speed Ne * and target torque Te *, and motor that controls motors MG1 and MG2 based on received torque commands Tm1 * and Tm2 * The ECU 40 corresponds to “control means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, but 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 output power for traveling, such as an induction motor. The “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and can exchange electric power with an electric motor such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of secondary battery may be used. The “output limit setting means” is not limited to the one that calculates the output limit Wout based on the remaining capacity (SOC) of the battery 50 and the battery temperature Tb of the battery 50, but the remaining capacity (SOC) and the battery. In addition to the temperature Tb, for example, calculation based on the internal resistance of the battery 50 or the like may be used as long as it sets an output limit that is the maximum power that can be output from the battery according to the state of the battery. . As the “traveling power setting means”, the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V, and the set required torque Tr * is multiplied by the rotational speed Nr of the ring gear shaft 32a as a loss. The travel power Pdrv is not limited to the value obtained by adding the loss Loss, but the required torque is set based only on the accelerator opening Acc and the travel power is set based on the required torque. If the travel route is set in advance, the required torque is set based on the travel position on the travel route and the travel power is set based on the required torque. Any power supply can be used as long as the power is set. 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. In addition, as the “control means”, the threshold power (kw · *) obtained by subtracting the margin α from the output limit equivalent power (kw · Wout) when the travel power Pdrv * is requested to warm up the purification catalyst 134a. When it is larger than Wout−α), the difference power (Pdrv * −kw · Wout + α) obtained by subtracting the threshold power (kw · Wout−α) from the traveling power Pdrv * is set as the required power Pe * of the engine 22; The engine 22 is operated in accordance with the set required power Pe *, and the engine 22 is driven so that the power equal to or less than the output limit equivalent power (kw · Wout) is output from the battery 50 and driven by the power based on the travel power Pdrv *. It is not limited to the one that controls the motors MG1 and MG2, but is required to warm up the purification catalyst When the driving power required for driving is greater than the threshold power corresponding to the output limit corresponding to the output limit that is the maximum power that can be output from the secondary battery, the threshold power is subtracted from the driving power. The internal combustion engine is operated according to the differential power obtained in this way, and the internal combustion engine and the electric motor are controlled so that the power equal to or lower than the output limit power is output from the secondary battery and travels with the power based on the traveling power. It does not matter as long as there is any.

  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 is applicable to the hybrid vehicle manufacturing industry.

  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 Purification catalyst, 134b Temperature sensor, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter 149 Temperature sensor, 150 Variable valve timing mechanism, 229 Clutch, 230, 330 Transmission, MG, MG1, MG2 motor.

Claims (5)

A purification device having a purification catalyst for purifying exhaust gas is attached to an exhaust system and is capable of outputting traveling power, an electric motor capable of outputting traveling power, and two electric motors capable of exchanging electric power. A hybrid vehicle comprising: a secondary battery;
Output limit setting means for setting an output limit that is the maximum power that can be output from the secondary battery according to the state of the secondary battery;
Traveling power setting means for setting traveling power required for traveling;
When the set travel power when the purifying catalyst is warmed up is greater than a threshold power smaller than the output limit equivalent power corresponding to the set output limit, the set travel power is The internal combustion engine is operated according to the differential power obtained by subtracting the threshold power, and the power equal to or lower than the output limit power is output from the secondary battery and travels based on the set power for travel. Control means for controlling the internal combustion engine and the electric motor,
A hybrid car with The hybrid vehicle according to claim 1,
The threshold power is a power obtained by subtracting a margin, which is determined to increase as the purification catalyst warms up, from the output limit equivalent power.
Hybrid car. The hybrid vehicle according to claim 1,
The threshold power is a power obtained by subtracting a margin, which is determined to decrease as the purification catalyst warms up, from the output limit equivalent power.
Hybrid car. A hybrid vehicle according to claim 3,
The control means is a means for controlling the internal combustion engine so that the responsiveness to the differential power of the output power from the internal combustion engine becomes higher as the purification catalyst warms up.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 4,
A generator capable of exchanging power with the secondary battery and capable of inputting and outputting power;
A planetary gear mechanism in which three rotating elements are connected to three axes of an output shaft of the internal combustion engine, a rotating shaft of the generator, and a driving shaft connected to an axle;
With
The electric motor is attached to any axle of the vehicle so that power can be output,
The control means is means for controlling the generator during operation of the internal combustion engine.
Hybrid car.

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