JP2012158303A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently perform catalyst warm-up by appropriately distributing sharing of two warm-up controls.SOLUTION: When the warm up of a purification catalyst of an engine is requested (S120), a hybrid vehicle sets execution time Tset1 of a first warm-up control in which the engine is driven by setting a rotational speed Ne1 and torque Te1 for outputting power of substantially 0 as a target rotational speed Ne* and target torque Te* based on a charge storage ratio SOC of a battery; sets execution time Tset2 of a second warm-up control in which the engine is driven by setting warm-up time engine power Pset and a rotational speed Ne2 and torque Te2 for outputting the warm-up time engine power Pset as a target rotational speed Ne* and target torque Te* based on the execution time Tset1 of the first warm-up control (S140, S150); executes the first warm-up control for the first warm-up time Tset1 (S170 to S240); and then executes the second warm-up control for the second warm-up time Tset2 (S250 to S270, S200 to S240).

Description

  The present invention includes an internal combustion engine having a purification catalyst attached to an exhaust system and capable of outputting traveling power, an electric motor capable of outputting traveling power, and a secondary battery capable of exchanging electric power with the motor. It relates to hybrid cars.

  Conventionally, this type of hybrid vehicle includes an engine equipped with a purification device, a motor, and a battery that exchanges electric power with the motor. Until the catalyst warm-up counter C counted in this way reaches the threshold value C1, the engine speed Nset is set to the engine target speed Ne * and the engine target torque Te * is set to the value 0. When the engine warm-up counter C reaches the threshold value C1, the engine and the motor are controlled so that the engine and the motor run while the engine is running in an operation state in which the ignition timing of the engine is retarded compared with that during normal operation. Until it is determined that the catalyst warm-up is complete, the required power of the vehicle based on the load limit for operating the engine at a light load and the required torque to be output to the drive shaft Controls an engine and a motor to run while the engine operates at a drive point set on the basis of which the smaller power has been proposed (e.g., see Patent Document 1).

JP 2005-320911 A

  In the hybrid vehicle described above, if the required power is not considered, the engine operating state is uniformly determined by the catalyst warm-up counter C, and therefore the purified catalyst may not necessarily be warmed up efficiently. Inefficient catalyst warm-up also adversely affects the fuel efficiency of the entire vehicle, and it is desirable to improve this.

  The main purpose of the hybrid vehicle of the present invention is to efficiently distribute the two warm-up controls and efficiently perform catalyst warm-up.

  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
An internal combustion engine having a purification catalyst attached to the exhaust system and capable of outputting power for traveling, a motor capable of outputting power for traveling, a secondary battery capable of exchanging power with the motor, and traveling required for traveling When the travel power setting means for setting the power for use and the warming-up of the purification catalyst are requested, the internal combustion engine is continuously operated at a first operating point for outputting a predetermined first power. However, after executing the first warm-up control for controlling the internal combustion engine and the electric motor so as to travel with the set travel power, and after executing the first warm-up control, from the first power A second warming point for controlling the internal combustion engine and the electric motor so as to travel with the set traveling power while the internal combustion engine is continuously operated at a second operating point that outputs a large second power. Mechanism A hybrid vehicle and a warm-up control means for executing the bets,
A power storage ratio calculating means for calculating a power storage ratio that is a ratio of a power storage amount to a total capacity of the secondary battery;
Based on the calculated power storage ratio, a combination of a setting value relating to the execution time of the first warm-up control, an execution time of the second warm-up control, and a setting value relating to at least one of the second power. And a warm-up setting means for setting.

  In the hybrid vehicle of the present invention, when warming up of the purification catalyst is requested, the internal combustion engine is continuously operated at the first operating point that outputs a predetermined first power, and the vehicle is driven by the power for traveling. The second operating point for executing the first warm-up control for controlling the internal combustion engine and the electric motor to output the second power larger than the first power after the first warm-up control is performed. Then, the second warm-up control is performed to control the internal combustion engine and the electric motor so that the internal combustion engine is driven by the traveling power while being continuously operated. Then, based on the storage ratio of the secondary battery, a combination of a setting value related to the execution time of the first warm-up control, a setting value related to at least one of the execution time of the second warm-up control and the second power is set. To do. Thereby, the purification catalyst can be efficiently warmed up by appropriately sharing the first warm-up control and the second warm-up control. At this time, the ratio of sharing between the first warm-up control and the second warm-up control is set so that the fuel consumption during the running period including the execution time of the first and second warm-up control is reduced. If so, fuel consumption can be further improved. Here, the first power includes substantially zero power, that is, the internal combustion engine is operated independently.

  In such a hybrid vehicle of the present invention, the warm-up setting means may be means for setting the execution time of the first warm-up control so that the calculated power storage ratio increases and becomes longer. .

  In the hybrid vehicle of the present invention, the warm-up setting means may be means for setting the execution time of the second warm-up control so that the calculated power storage ratio becomes shorter as the calculated power storage ratio increases. it can.

  Further, in the hybrid vehicle of the present invention, the warm-up setting means may be means for setting the second power so that the calculated power storage ratio tends to decrease as the calculated power storage ratio increases.

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. It is explanatory drawing which shows an example of the relationship between the electrical storage ratio SOC of the battery 50, and 1st warm-up time Tset1. It is explanatory drawing which shows an example of the relationship between 1st warm-up time Tset1 and 2nd warm-up time Tset2, and the relationship between 1st warm-up time Tset1 and warm-up engine power Pset. It is explanatory drawing which shows the warm-up heat amount of 1st warm-up control and 2nd warm-up control. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the purifying catalyst 134a of the engine 22 is running while warming up. It is explanatory drawing which shows a mode that the target rotational speed Ne * and the target torque Te * are set at the time of catalyst warm-up and an example of the fuel consumption operation line. It is explanatory drawing which shows a mode that an example of the operation line for fuel consumption, and target rotational speed Ne * and target torque Te * are set. 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 sun gear 31, a ring gear 32, a plurality of pinion gears 33, and a carrier 34, and a crankshaft 26 as an output shaft of the engine 22 via a damper 28. A three-shaft power distribution and integration mechanism 30 configured as a planetary gear mechanism to which a carrier 34 is connected, and a motor MG1 configured as a known synchronous generator motor and having a rotor connected to a sun gear 31 of the power distribution and integration mechanism 30, for example. For example, a rotor configured as a known synchronous generator motor is connected to a ring gear shaft 32 a connected to a ring gear 32 of a power distribution and integration mechanism 30 via a reduction gear 35 and a drive wheel via a gear mechanism 60 and a differential gear 62. The motor MG2 connected to 63a, 63b, and the motor MG1, Inverters 41 and 42 configured as a drive circuit for driving G2, a battery 50 configured as, for example, a lithium ion secondary battery and exchanging electric power with motors MG1 and MG2 via inverters 41 and 42, and the entire vehicle are controlled. The hybrid electronic control unit 70 is provided.

  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 intake air amount Qa from the air flow meter 148 attached to the intake pipe, and the temperature sensor also attached to the intake pipe 49, intake air temperature Tin, catalyst temperature Tc from a temperature sensor 134b that detects the temperature of a predetermined portion (for example, substantially the center) of the purification catalyst 134a, air-fuel ratio from the air-fuel ratio sensor 135a, oxygen from the oxygen sensor 135b A signal or the like is input through the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  The 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. In the battery ECU 52, signals necessary for managing the battery 50, for example, the voltage Vb between the terminals from the voltage sensor 51a installed between the terminals of the battery 50, the current attached to the output terminal on the positive side of the battery 50 The charge / discharge current Ib from the sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data on the state of the battery 50 is communicated to the hybrid electronic control unit 70 as necessary. Output. Further, in order to manage the battery 50, the battery ECU 52 sets the storage ratio SOC as a ratio to the total capacity of the storage amount that can be discharged from the battery 50 based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b. The input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 are calculated based on the calculated storage ratio SOC and the battery temperature Tb. 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 limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  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 13a of the purification device 134 of the engine 22 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, input / output limits Win and Wout of the battery 50, and a catalyst warm-up request flag Fc indicating whether or not a warm-up request for the purification catalyst 134a has been made (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 input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. Further, the catalyst warm-up request flag Fc is an activation temperature Tcact (for example, 400 ° C., 420 ° C., 450 ° C., etc.) that the catalyst temperature Tc from the temperature sensor 134b is assumed to be activated as a whole. When the value is less than 1, the value set to 1 is input from the engine ECU 24 by communication.

  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 * required for travel 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 a loss Los as a loss to a value obtained by multiplying the set required torque Tr * by 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), and when the catalyst warm-up request flag Fc is 1, it is determined that the warm-up request for the purification catalyst 134a has been made, and warm-up is started. It is determined whether or not the warm-up start flag Fcstart indicating whether or not the value is 0 (step S130). When this routine is executed for the first time after the catalyst warm-up request flag Fc becomes 1, the warm-up start flag Fcstart is determined to be 0. Next, the first warm-up flag Fcstart is determined based on the input storage ratio SOC of the battery 50. The machine time Tset1 is set, and the second warm-up time Tset2 is set based on the set first warm-up time Tset1, and the warm-up engine power Pset is set (steps S140 and S150), and the warm-up start flag Fcstart is set. The value 1 is set to (step S160). Here, the first warm-up time Tset1 is a warm-up control for warming up the purification catalyst 134a by continuously operating the engine 22 at an operation point (rotation speed Ne1, torque Te1) that outputs substantially zero power. (Hereinafter, this control is referred to as first warm-up control.) In the embodiment, the relationship between the storage ratio SOC of the battery 50 and the first warm-up time Tset1 is obtained in advance and stored in the ROM 74 as a map. In addition, when the storage ratio SOC is given, it is set by deriving the corresponding first warm-up time Tset1 from the map. An example of this map is shown in FIG. Further, the second warm-up time Tset2 and the warm-up engine power Pset are the operating points (rotations Ne2, torque Te2) that output a constant power after the first warm-up control is performed over the first warm-up time Tset1. ), The engine 22 is continuously operated to warm up the purification catalyst 134a (hereinafter, this control is referred to as second warm-up control) and the engine 22 at the time of the second warm-up control. In the embodiment, in the embodiment, the relationship between the first warm-up time Tset1 and the second warm-up time Tset2 and the relationship between the first warm-up time Tset1 and the warm-up engine power Pset are respectively obtained in advance as a map as a ROM 74. And when the first warm-up time Tset1 is given, the corresponding second warm-up time Tset2 and warm-up engine power Pset are derived from the map. It was assumed to be more set. An example of this map is shown in FIG. As shown in FIG. 5, the first warm-up time Tset1 is set to become longer as the storage ratio SOC is higher, and as shown in FIG. 6, the first warm-up time Tset1 is longer for the first warm-up time Tset2. The warm-up engine power Pset is set to be smaller as the first warm-up time Tset1 is longer. FIG. 7 shows an example of the warm-up heat amount of the first warm-up control and the second warm-up control. As shown in FIG. 7, in the embodiment, the first warm-up control can be performed with priority given to the warm-up of the purification catalyst 134a (ignition delay control or the like), and the warm-up heat amount is higher than the second warm-up control. However, it is necessary to cover almost all of the traveling power Pdrv * only with the output from the battery 50. In the embodiment, when the storage ratio SOC of the battery 50 is high, by setting the first warm-up time Tset1 to be long, the second warm-up time Tset2 can be set short and the warm-up engine power Pset can be set small. As a result, the purification catalyst 134a is warmed up efficiently in a short time. On the other hand, when the power storage rate SOC is low, the first warm-up time Tset1 is short, but the warm-up engine power Pset is large, so the purification catalyst 134a is warmed up in a relatively short time even when the power storage rate SOC is low. be able to.

  Thus, when the first warm-up time Tset1, the second warm-up time Tset2, and the warm-up engine power Pset are set, it is determined whether or not the first warm-up time Tset1 has elapsed since the start of the warm-up of the purification catalyst 134a. Determination is made (step S170). Immediately after the warm-up of the purification catalyst 134a is started, it is determined that the first warm-up time Tset1 has not elapsed, and the power Pdrv * for travel is multiplied by the output limit Wout of the battery 50 by the conversion factor k to obtain power. Compared with the converted battery output possible power (k · Wout) (step S180), when the traveling power Pdrv * is equal to or lower than the battery output possible power (k · Wout), the operation point for warming up the purification catalyst 134a (hereinafter, The engine speed Ne1 and the torque Te1 are set as the target engine speed Ne * and the target torque Te * of the engine 22 (step S190). Here, the first predetermined operation point can be determined within the range of the purification capability of the purification catalyst 134a when the catalyst temperature Tc is lower than the threshold value Tcref. For example, the rotation speed Ne1 is set when the engine 22 is operated. A lower limit value (for example, 1000 rpm, 1200 rpm, 1300 rpm) or a slightly larger value can be used, and a value of 0 or a slightly larger value can be used as the torque Te1. Since the battery output possible power (k · Wout) corresponds to the upper limit of the travelable output power when no power is output from the engine 22, the process of step S180 sets the output power from the engine 22 to an approximate value 0. When considered, it can be considered that this is a process for determining whether or not the vehicle can be driven by the power Pdrv * for traveling only by the output from the battery 50. In the process of step S180, instead of comparing the traveling power Pdrv * with the battery output possible power (k · Wout), the traveling power Pdrv * is compared with the battery output possible power (k · Wout) and the power (Ne1). -It is good also as what compares with the power (k * Wout + Ne1 * Te1) of the sum with Te1).

  Subsequently, using the set 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 motor MG1 is expressed by the following equation (1). Is calculated based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30. The torque command Tm1 * of the motor MG1 is calculated according to 2) (step S200). Expression (1) is a dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30. An example of a collinear diagram showing a 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 while being operated in the warm-up operation state of 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. Expression (1) can be easily derived by using this alignment chart. 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. Since the torque Te1 at the first predetermined operation point is a small value (for example, a value of 0, etc.), when the engine 22 is operated at the rotational speed Ne1, the torque command Tm1 * of the motor MG1 is set to a value having a small absolute value. Will be. In the alignment chart of FIG. 8, some arrows are exaggerated for the purpose of illustration.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1tmp = -ρ ・ Te * / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (2)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (3) (step S210), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And formula (5) (step S220), and the set temporary torque Tm2tmp is limited by formula (6). M2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S230). Here, Expression (3) can be easily derived from the alignment chart of FIG. By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Here, considering that the torque Te1 at the first predetermined operation point is small and the magnitude of the torque command Tm1 * of the motor MG1 is also small, if the torque command Tm1 * is 0, the temporary motor torque Tm2tmp has the required torque Tr A value obtained by dividing * by the gear ratio Gr of the reduction gear 35 is set. Then, considering that the traveling power Pdrv * is equal to or less than the battery output possible power (k · Wout), the torque command Tm2 * of the motor MG2 includes the temporary motor torque Tm2tmp, that is, the required torque Tr * of the reduction gear 35. A value divided by the gear ratio Gr is set.

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

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S240), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. At this time, in order to further promote the warming-up of the purification catalyst 134a, the ignition timing of the engine 22 is slower than the ignition timing for efficiently operating the engine 22 (hereinafter referred to as fuel efficiency ignition timing). An ignition timing suitable for catalyst warm-up (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. Thus, by continuously operating the engine 22 at the first predetermined operating point (the rotational speed Ne1 and the torque Te1), the combustion of the engine 22 can be stabilized and the purification catalyst 134a can be warmed up efficiently.

  If it is determined in step S170 that the first warm-up time Tset1 has elapsed since the start of warming-up of the purification catalyst 134a, it is further determined whether or not the second warm-up time Tset2 has elapsed (step S250). When it is determined that the second warm-up time Tset2 has not elapsed, the power Pdrv * for traveling is the sum of the battery output power (k · Wout) and the warm-up engine power Pset set in step S150. It compares with (k * Wout + Pset) (step S260). This process is a process for determining whether or not the vehicle can travel with the traveling power Pdrv * while outputting the warm-up engine power Pset from the engine 22. When the traveling power Pdrv * is equal to or less than the sum power (k · Wout + Pset), the warm-up engine power Pset is set as the required power Pe * to be output from the engine 22 (step S270), and the rotational speed Ne of the engine 22 is set. And the torque Te, the engine speed and torque obtained by using an operation line (hereinafter referred to as a fuel efficiency operation line) for efficiently operating the engine 22 and the required power Pe * are used as the target engine speed Ne *. And the target torque Te * (step S280), and using the set target rotational speed Ne * and the target torque Te *, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are processed in the above-described steps S200 to S230. For the target engine speed Ne * and target torque Te * of the engine 22, The engine ECU 24, the torque command Tm1 * of the motor MG1, MG2, and sends each motor ECU40 for Tm2 * (step S240), and terminates this routine. FIG. 9 shows an example of the fuel efficiency operation line and how the target rotational speed Ne * and the target torque Te * are set. In FIG. 9, the first predetermined operation point (the rotational speed Ne1 and the torque Te1) is also shown for reference. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the fuel efficiency operation line and the required power Pe * with a constant curve. In this case, the rotational speed Ne2 and the torque Te2 (hereinafter referred to as the rotational speed Ne2) , Referred to as a second predetermined operation point). Further, in the embodiment, the ignition timing of the engine 22 is gradually advanced from the catalyst warm-up ignition timing to the fuel economy ignition timing, and is maintained after the fuel economy ignition timing is reached. It was. Thus, by continuously operating the engine 22 at the second predetermined operating point, the purification catalyst 134a can be warmed up while the engine 22 is stably combusted.

  In step S180, it is determined that the travel power Pdrv * is greater than the battery output possible power (k · Wout), or in step S260, the travel power Pdrv * is the battery output possible power (k · Wout) and the warm-up engine power Pset. When it is determined that the power is greater than the sum of the power, the power obtained by subtracting the battery output power (k · Wout) from the traveling power Pdrv * (hereinafter referred to as differential power (Pdrv * −Pset)) is output from the engine 22. The required power Pe * to be set is set (step S290), and the rotational speed and torque obtained using the fuel efficiency operation line and the required power Pe * are set to the target rotational speed Ne * and the target torque Te of the engine 22, respectively. * Is set (step S280), the set target rotational speed Ne * and the target The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set using the torque Te * by the processing of the above-described steps S200 to S230, and the target rotational speed Ne * and the target torque Te * of the engine 22 are set 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. In this process, the required power Pe is output so that the engine 22 outputs a shortage (difference power (Pdrv * −k · Wout)) that is insufficient for the battery output power (k · Wout) with respect to the traveling power Pdrv *. This is a process of setting * and operating the engine 22. Thereby, since the increase in the output power of the engine 22 for outputting the traveling power Pdrv * can be minimized, the deterioration of the emission can be suppressed.

  If it is determined in step S250 that the second warm-up time Tset2 has elapsed, it is determined that the warm-up of the purification catalyst 134a has been completed, and the battery 50 set based on the remaining capacity (SOC) of the battery 50 is charged / discharged. The required power Pe of the engine 22 is obtained by subtracting the power (Pdrv * −Pb *) obtained by subtracting the charge / discharge required power Pb * (positive value when discharged from the battery 50) from the travel power Pdrv * as the power required for the engine 22 Is set as * (step S300), and the required power Pe * is compared with a threshold value Pref for determining whether or not to stop the engine 22 (step S310). When the required power Pe * is larger than the threshold value Pref, It is determined that the operation of the engine 22 is to be continued, and the rotational speed and torque obtained using the required power Pe * and the fuel consumption operation line The target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S290), and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set using the set target rotational speed Ne * and the target torque Te *. The target speed Ne * and the target torque Te * of the engine 22 are set by the processing in steps S200 to S230 described above, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40, respectively. Then, the drive control routine is finished (step S240). In this case, the ignition timing for fuel consumption described above is used for the ignition timing of the engine 22. When the warm-up of the purification catalyst 134a is completed, the catalyst warm-up request flag Fc is set to 0, and a negative determination is made in step S120 of the subsequent drive control routine, and the process proceeds to step S300.

  If it is determined in step S310 that the required power Pe * is equal to or less than the threshold value Pref, it is determined that the operation of the engine 22 is stopped, a stop command is output to the engine ECU 24 to stop the operation of the engine 22 (step S320), and the motor A value 0 is set in the torque command Tm1 * of MG1 (step S330), and a value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as a temporary torque Tm2tmp of the motor MG2 (step S210). The value obtained by dividing the input / output limits Win, Wout by the rotational speed Nm2 of the motor MG2 is set to the torque limits Tm2min, Tm2max (step S220), and the temporary torque Tm2tmp is limited by the torque limits Tm2min, Tm2max. Tm2 * is set (step S230), Boss was torque command Tm1 *, and sends the Tm2 * to the motor ECU 40 (step S240), and terminates the drive control routine. As a result, the operation of the engine 22 is stopped and the motor travels using the output from the battery 50. If the warm-up of the purification catalyst 134a can be completed in a short time, the engine 22 is stopped and the traveling power Pdrv * is output by the output from the battery 50 when the required power Pe * becomes equal to or less than the threshold value Pref. Since the motor can be run, the fuel consumption can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, when the warm-up request for the purification catalyst 134a is made, the operation point (rotation speed Ne1, torque) that outputs a power of approximately 0 based on the storage ratio SOC of the battery 50. The execution time Tset1 of the first warm-up control for operating the engine 22 is set at Te1), and the warm-up engine power Pset and the warm-up engine power Pset are set based on the set first warm-up control execution time Tset1. The execution time Tset2 of the second warm-up control for operating the engine 22 at the operation point to be output (rotation speed Ne2, torque Te2) is set, and the first warm-up control is executed over the first warm-up time Tset1, Thereafter, since the second warm-up control is performed over the second warm-up time Tset2, the purification catalyst 134a can be warmed up efficiently in a short time. Can be can be a fuel consumption improved. Of course, it is possible to travel with the traveling power Pdrv * while the first warm-up control is being performed or while the second warm-up control is being performed.

  In the hybrid vehicle 20 of the embodiment, the first warm-up time Tset1 is set based on the storage ratio SOC of the battery 50, and the second warm-up time Tset2 and the warm-up engine power are set based on the set first warm-up time Tset1. Although Pset is set, the second warm-up time Tset2 and the warm-up engine power Pset may be set directly based on the storage ratio SOC. In this case, the second warm-up time Tset2 can be set to be shorter as the power storage rate SOC is higher, and the warm-up engine power Pset can be set to be smaller as the power storage rate SOC is higher.

  In the hybrid vehicle 20 of the embodiment, the first warm-up time Tset1 and the second warm-up time Tset2 are set based on the storage ratio SOC of the battery 50, and the first warm-up control is performed over the first warm-up time Tset1. And then the second warm-up control is performed over the second warm-up time Tset2, but instead of the first warm-up time Tset1 and the second warm-up time Tset2, for example, the power storage ratio The first threshold value Qref1 and the second threshold value Qref2 are set based on the SOC, and the first warm-up control is executed until the time integrated value Qint such as the intake air amount Qa from the air flow meter 148 becomes equal to or greater than the first threshold value Qref1. Thereafter, a parameter including a time element is set based on the storage ratio SOC, such as executing the second warm-up control until the time integrated value Qint becomes equal to or greater than the second threshold value Qref2. As long as it may be any parameter.

  In the hybrid vehicle 20 of the embodiment, the first warm-up time Tset1, the second warm-up time Tset2, and the warm-up engine power Pset are set based on the power storage rate SOC of the battery 50. Only the combination of the first warm-up time Tset1 and the second warm-up time Tset2 may be set based on the combination, or the combination of the first warm-up time Tset1 and the warm-up engine power Pset based on the storage ratio SOC It is good also as what sets only. In the former case, the warm-up engine power Pset may be set to a fixed value regardless of the power storage ratio SOC, or may be changed based on other parameters. In the latter case, a fixed time may be set as the second warm-up time Tset2 regardless of the storage ratio SOC, and the second warm-up control may be executed until the fixed time elapses. In the latter case, instead of the second warm-up time Tset2, the second warm-up control may be executed until the catalyst temperature Tc becomes equal to or higher than the catalyst activation temperature Tcact, or the cooling water temperature Tw from the water temperature sensor 142 may be executed. Further, the temperature of the purification catalyst 134a is estimated based on the integrated value of the intake air amount Qa from the air flow meter 148, the intake air temperature Tin from the temperature sensor 149, and the like until the estimated temperature becomes equal to or higher than the catalyst activation temperature Tcact. (2) The warm-up control may be executed, and it is determined that the warm-up of the purification catalyst 134a is completed by directly using the cooling water temperature Tw from the water temperature sensor 142 or the integrated value of the intake air amount Qa from the air flow meter 148. The second warm-up control may be executed until it is done.

  In the hybrid vehicle 20 of the embodiment, when the first warm-up time Tset1 has elapsed since the start of warm-up of the purification catalyst 134a, the operation point of the engine 22 is set to the first predetermined operation point (the rotational speed Ne1 and the torque Te1). From the first predetermined operating point to the second predetermined operating point after the first warm-up time Tset1 has elapsed. The second predetermined point may be held after the operating point of the engine 22 has changed to the second predetermined operating point while being gradually changed. In this way, sudden changes in the operating point of the engine 22 can be suppressed. When the operation point of the engine 22 is gradually changed from the first predetermined operation point to the second predetermined operation point, the required power Pe * to be output from the engine 22 is warmed up from the first power (Ne1 · Te1). The engine power may be gradually changed to the engine power Pset (= Ne2 · Te2).

  In the hybrid vehicle 20 of the embodiment, when the warm-up request for the purification catalyst 134a is made, when the first warm-up time Tset1 has elapsed since the start of the warm-up of the purification catalyst 134a, the ignition timing of the engine 22 is set. The catalyst warm-up ignition timing is gradually advanced from fuel ignition timing to fuel economy ignition timing, and it is assumed that the timing is maintained after fuel economy ignition timing is reached, but the catalyst warm-up ignition timing is maintained. It is good.

  In the hybrid vehicle 20 of the embodiment, when the travel power Pdrv * is equal to or lower than the battery output possible power (k · Wout) before the first warm-up time Tset1 has elapsed since the warm-up request of the purification catalyst 134a is made, The engine 22 and the motors MG1 and MG2 are controlled so as to travel with the travel power Pdrv * while operating the engine 22 at the first predetermined operating point, and the travel power Pdrv * is greater than the battery output power (k · Wout). Sometimes, the power obtained by subtracting the battery output power (k · Wout) from the travel power Pdrv * is set as the required power Pe * to be output from the engine 22, and the travel power Pdrv * is operated while operating the engine 22. Engine 22 and motors MG1, MG2 Regardless of whether or not the traveling power Pdrv * is equal to or less than the battery output possible power (k · Wout), the traveling power Pdrv * is changed to the traveling power Pdrv * while operating the engine 22 at the first predetermined operating point. The engine 22 and the motors MG1 and MG2 may be controlled so as to travel with the based power. In this case, the sum of the power (k · Wout) of the output power from the engine 22 when the engine 22 is operated at the first predetermined operation point (for example, the approximate value 0) and the battery output power (k · Wout) Wout + Ne1 · Te1) is output with the power limited by the traveling power Pdrv *. Similarly, in the hybrid vehicle 20 according to the embodiment, the travel power Pdrv * is reduced before the first warm-up time Tset1 elapses and the second warm-up time Tset2 elapses after the purification catalyst 134a is requested to warm up. When the power that can be output from the battery (k · Wout) and the warm-up engine power Pset is equal to or lower than the power (k · Wout + Ne1 · Te1), the driving power Pdrv * The engine 22 and the motors MG1 and MG2 are controlled so as to travel, and when the traveling power Pdrv * is larger than the power (k · Wout + Ne1 · Te1), the battery output power (k · Wout) is subtracted from the traveling power Pdrv *. The required power Pe * to be output from the engine 22 The engine 22 and the motors MG1 and MG2 are controlled so as to run with the running power Pdrv * while operating the engine 22, and the running power Pdrv * is less than or equal to the power (k · Wout + Pset). Regardless of whether or not the engine 22 is operated at the second predetermined operation point, the engine 22 and the motors MG1 and MG2 may be controlled to travel with power based on the traveling power Pdrv *. In this case, the vehicle travels by outputting a power obtained by limiting the power Pdrv * for traveling with the power (k · Wout + Pset).

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 11) 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 illustrated 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. 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). 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”. Then, the required torque Tr * is set based on the accelerator opening degree Acc and the vehicle speed V, and the value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a is added with a loss Los as loss. The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 3 for setting the travel power Pdrv * corresponds to the “travel power setting means”, and a warm-up request for the purification catalyst 134a is made. When the catalyst warm-up request flag Fc indicating whether or not the value is 1, the operation as a first predetermined operation point for warming up the purification catalyst 134a is performed. The required torque Tr * is set while the number Ne1 and the torque Te1 are set to the target rotational speed Ne * and the target torque Te * of the engine 22 and the engine 22 is continuously operated at the operating point for the first warm-up time Tset1. When the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to travel by being output to the ring gear shaft 32a as the drive shaft and transmitted to the engine ECU 24 and the motor ECU 40, when the first warm-up time Tset2 has elapsed, The engine speed Ne2 and the torque Te2 as the second predetermined operation point for outputting the warm-up engine power Pset from the engine 22 are set to the target engine speed Ne * and the target torque Te * of the engine 22, and the engine is operated at the operation point. While driving continuously, the power for driving Pdrv * The hybrid electronic control unit that executes the processing after step S170 of the drive control routine of FIG. 3 that sets torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to travel with the power of 70, an engine ECU 24 that receives the target rotational speed Ne * and the target torque Te * and controls the engine 22, and a motor ECU 40 that receives the torque commands Tm1 * and Tm2 * and controls the driving of the motors MG1 and MG2. The battery ECU 52 that corresponds to the “warm-up time control means” and calculates the storage ratio SOC as a ratio of the total amount of charge that can be discharged from the battery 50 corresponds to the “storage ratio calculation means”, and the storage ratio of the battery 50 The first warm-up time Tset1 is set so that the longer the SOC is, the first Step S140 of the drive control routine of FIG. 3 sets the second warm-up time Tset2 so that it becomes shorter as the warm-up time Tset1 becomes longer and sets the warm-up engine power Pset so as to become shorter as the first warm-up time Tset1 becomes longer. The hybrid electronic control unit 70 that executes the processes of S160 corresponds to “warm-up setting 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. Any type of internal combustion engine may be used as long as the purification device having the purification catalyst is attached to the exhaust system. 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. 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 “warm-up time 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.

  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 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 (4)

An internal combustion engine having a purification catalyst attached to the exhaust system and capable of outputting power for traveling, a motor capable of outputting power for traveling, a secondary battery capable of exchanging power with the motor, and traveling required for traveling When the travel power setting means for setting the power for use and the warming-up of the purification catalyst are requested, the internal combustion engine is continuously operated at a first operating point for outputting a predetermined first power. However, after executing the first warm-up control for controlling the internal combustion engine and the electric motor so as to travel with the set travel power, and after executing the first warm-up control, from the first power A second warming point for controlling the internal combustion engine and the electric motor so as to travel with the set traveling power while the internal combustion engine is continuously operated at a second operating point that outputs a large second power. Mechanism A hybrid vehicle and a warm-up control means for executing the bets,
A power storage ratio calculating means for calculating a power storage ratio that is a ratio of a power storage amount to a total capacity of the secondary battery;
Based on the calculated power storage ratio, a combination of a setting value relating to the execution time of the first warm-up control, an execution time of the second warm-up control, and a setting value relating to at least one of the second power. A hybrid vehicle comprising: a warm-up setting means for setting. The hybrid vehicle according to claim 1,
The warm-up setting unit is a unit that sets the execution time of the first warm-up control so that the calculated power storage ratio increases and becomes longer. A hybrid vehicle according to claim 1 or 2,
The warm-up setting unit is a unit that sets the execution time of the second warm-up control so that the calculated power storage ratio becomes shorter as the calculated power storage ratio increases. A hybrid vehicle according to any one of claims 1 to 3,
The warm-up setting means is means for setting the predetermined power such that the calculated power storage ratio tends to decrease as the calculated power storage ratio increases.

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