JP2012224201A - Drive device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle that can quickly warm-up the catalyst and quickly complete warming-up the catalyst, while outputting desired driving force from the engine.SOLUTION: There is provided the drive device of the vehicle. The drive device controls the engine to execute the catalyst warming-up operation when the driving force demanded by a user is equal to or less than the total of a driving force of the engine under the catalyst warming-up operation and the maximum permissible output of the capacitor, interrupts the operation for catalyst warming-up and switches to operation for traveling, when the driving force demanded by a user is larger than the total of a driving force of the engine under the catalyst warming-up operation and the maximum permissible output of the capacitor, and raises the instructed driving force of the engine at a prescribed rate, when the user demanded driving force is satisfied by the total of the engine output under traveling operation and the maximum allowance output of the capacitor, and operation emphasized on power performance by user under the traveling operation of the engine.

Description

  The present invention relates to a vehicle drive device, and in a vehicle including an engine and an electric motor, warming up a catalyst for purifying exhaust gas exhausted while the vehicle is running while outputting a desired driving force from the engine. It is related to technology to complete quickly.

  Since recent automobiles are required to reduce the fuel consumption of the engine and the exhaust gas exhausted from the engine, the development of a hybrid vehicle having two drive sources of an engine and an electric motor is underway.

  The hybrid vehicle described above includes an engine, a generator driven by the output of the engine, a capacitor that stores the power generated by the generator, a motor that is driven by the power of the generator or the capacitor, and an output of the engine. The vehicle includes a power split mechanism that distributes power to a generator and wheels, and selects a drive source from at least one of an engine and an electric motor according to a required driving force.

  When the required driving force can be satisfied only with the output from the electric motor, the hybrid vehicle performs motor traveling with the engine stopped.

  When the required driving force cannot be satisfied by the output from the electric motor, the hybrid vehicle starts running with the engine started. At this time, if the remaining capacity of the battery is low, the engine outputs a driving force larger than the required driving force to satisfy the required driving force. Then, the generator is driven using the surplus output to charge the battery, while the electric motor is driven with the electric power from the generator. When the remaining capacity of the battery is high, the electric motor is driven by the electric power from the battery, and hybrid traveling that satisfies the required driving force is performed using the driving force of the engine and the output of the electric motor.

  During the hybrid running, the engine output is calculated according to the required torque while taking into account the output of the motor and the remaining capacity of the power storage device. Further, the engine speed and the generator speed are calculated so that the engine can operate near the fuel efficiency optimum line, and the engine and the generator are controlled.

  In this way, the hybrid vehicle can stop the engine by selecting the electric motor as a drive source during traveling, so that it is possible to reduce fuel consumption and exhaust gas.

  By the way, in the above hybrid vehicle, the engine repeats starting and stopping according to the required driving force during traveling. Therefore, the catalyst for purifying the exhaust gas cannot be warmed up using the exhaust gas, and the catalyst becomes low temperature. Cheap. Since the catalyst cannot sufficiently purify the exhaust gas at a low temperature, the hybrid vehicle needs to quickly raise the temperature of the catalyst when the engine is started.

  As a solution to this problem, a hybrid vehicle disclosed in Patent Document 1 is known. The hybrid vehicle disclosed in Patent Document 1 performs catalyst warm-up control in which the engine is operated in a warm-up operation state at the same time as running with an electric motor as a power source under predetermined conditions, and a large driving force is applied during the catalyst warm-up control. When requested, the engine is switched from the warm-up operation state to the high-power operation state.

  According to this method, under a predetermined condition, it is possible to quickly raise the temperature of the catalyst by performing catalyst warm-up control in which the engine is warmed up while running using an electric motor as a power source. In addition, when a large driving force is required by the driver during the catalyst warm-up control, the engine is switched from the warm-up operation state to the high-power operation state, and the heat generation amount of the engine is increased to quickly raise the catalyst temperature. Is possible.

Japanese Patent Laid-Open No. 11-173175

  If the catalyst warm-up operation is performed as in the hybrid vehicle disclosed in Patent Document 1, the catalyst can be warmed up quickly. However, if the engine is switched from the warm-up operation state to the high-power operation state and the command driving force of the engine is suddenly increased in order to increase the heat generation amount, the increase in the engine speed cannot catch up with the command driving force. The driving force may not be output satisfactorily.

The present invention is for solving the above-described problems, and an object of the present invention is to provide a vehicle control device that can quickly warm up a catalyst while outputting a desired driving force from an engine. It is.

A vehicle drive apparatus according to a first aspect of the present invention includes an engine and an electric motor that function as a driving force source, a capacitor that supplies electric power to the electric motor, and a catalyst that purifies exhaust gas of the engine. A drive device for a vehicle that controls the engine to perform a catalyst warm-up operation when a catalyst warm-up start condition is satisfied during travel, wherein the drive device has a driving force requested by a user. When the engine is not more than the sum of the driving force of the engine during the catalyst warm-up operation and the maximum allowable output of the battery, the engine is controlled to perform the catalyst warm-up operation, and the driving force requested by the user Is larger than the sum of the driving force of the engine during the catalyst warm-up operation and the maximum allowable output of the battery, the catalyst warm-up operation is interrupted and switched to the travel operation. output In the case where the driving force required by the user is satisfied by the sum of the maximum allowable output of the battery and the operation with emphasis on the power performance by the user is detected during the running operation of the engine, the command driving force of the engine Is raised at a predetermined rate.

  According to a second aspect of the present invention, there is provided a vehicle drive apparatus comprising: an engine and an electric motor that function as a driving force source; a capacitor that supplies electric power to the electric motor; and a catalyst that purifies exhaust gas of the engine. When the catalyst warm-up start condition is satisfied during the travel of the vehicle, the engine is controlled so as to perform the catalyst warm-up operation, and the drive device is a drive requested by the user. When the power is equal to or less than the sum of the driving force of the engine during the catalyst warm-up operation and the maximum allowable output of the battery, the engine is controlled to perform the catalyst warm-up operation, and the engine warm-up During operation, when an operation with an emphasis on power performance is detected by the user, the engine is switched from the catalyst warm-up operation to the travel operation, and the command driving force of the engine is increased at a predetermined rate. And wherein the door.

  In the vehicle drive device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the engine that is performing the operation for warming up the catalyst is a maximum allowable output of the electric motor. It is characterized in that a predetermined driving force set in advance that is sufficiently smaller than that is output.

  In the vehicle drive device according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects, the case where an operation with an emphasis on power performance by the user is detected is a certain value or more. This is a case where the user accelerator opening is detected.

  According to the vehicle drive device of the first aspect of the invention, when the driving force requested by the user is equal to or less than the sum of the driving force of the engine during the catalyst warm-up operation and the maximum allowable output of the battery, The engine is controlled to perform the operation, and if the driving force requested by the user is greater than the sum of the driving force of the engine during the catalyst warm-up operation and the maximum allowable output of the battery, the catalyst warm-up operation is interrupted. The driving power required by the user is satisfied by the sum of the driving force of the engine during driving and the maximum allowable output of the battery, and the power performance by the user is emphasized during the driving operation of the engine. When the detected operation is detected, the command driving force of the engine is increased at a predetermined rate, so that the catalyst warm-up can be completed quickly while preventing the engine driving force from being lost.

  According to the vehicle drive device of the second aspect of the invention, when the driving force requested by the user is less than or equal to the sum of the driving force of the engine during the catalyst warm-up operation and the maximum allowable output of the battery, If the engine is controlled to perform the machine operation, and if an operation with an emphasis on power performance is detected during the catalyst warm-up operation of the engine, the engine is switched from the catalyst warm-up operation to the travel operation, Since the command driving force of the engine is increased at a predetermined rate, the catalyst warm-up can be completed quickly while preventing the engine driving force from being lost.

  Further, according to the vehicle drive device of the third aspect of the present invention, during the operation for warming up the catalyst of the engine, a predetermined constant driving force that is sufficiently smaller than the maximum allowable output of the battery is output. The engine output during machine operation can be minimized.

  Further, according to the vehicle drive device of the fourth aspect of the present invention, since the operation with emphasis on the power performance by the user is detected using the accelerator opening, the operation with emphasis on the power performance can be accurately detected.

It is a figure which shows the structure of the drive device of the vehicle which concerns on embodiment of this invention. It is a functional block diagram of the drive device of vehicles concerning an embodiment of the present invention. It is the table | surface showing the engine output suppression amount which the drive device of the vehicle which concerns on embodiment of this invention calculates at the time of the catalyst warming-up action | operation and the driving | running | working action | operation of an engine. It is a figure which shows the control routine at the time of catalyst warming-up of the drive device of the vehicle which concerns on embodiment of this invention. It is a time chart which shows the case where the drive device of the vehicle which concerns on embodiment of this invention raises the drive force of the engine in driving | operation for driving | running | working at a predetermined | prescribed rate. It is a time chart which shows the case where the drive device of the vehicle which concerns on embodiment of this invention raises the drive force of the engine in the operation | movement for catalyst warm-up at a predetermined | prescribed rate.

  With reference to FIG. 1, the structure of the drive device of the vehicle which concerns on embodiment of this invention is demonstrated.

  The drive unit includes an engine 120, an engine ECU 280 that controls the engine, a catalyst 122 that purifies exhaust gas discharged from the engine 120, a catalyst temperature sensor 124 that detects the temperature of the catalyst, and a generator 140A (in the drawing). MG (1)), motor 140B (denoted as MG (2) in the figure), motor ECU 300 for controlling generator 140A and motor 140B, and power supply to generator 140A and motor 140B The battery 220, the battery ECU 260 that controls the battery 220, the accelerator opening sensor 402 that detects the depression amount (accelerator opening) of an accelerator pedal (not shown), the engine ECU 280, the motor ECU 300, and the battery ECU 260 are mutually managed and controlled. Hybrid ECU320.

  In addition, the vehicle uses a power split mechanism 200 that divides the output of the engine 120 into the drive wheels 160 and the generator 140A, the direct current of the capacitor 220 as an alternating current, and the alternating current generated by the generator 140A as a direct current. An inverter 240 for conversion, a driving force generated in the engine 120 and the electric motor 140B to the driving wheel 160, a reduction gear 180 for transmitting the driving force of the driving wheel 160 to the engine 120 and the electric motor 140B, the battery 220, and the inverter 240 It includes a converter 242 provided therebetween, and a charger 222 that charges power storage device 220 by receiving power from an external power source (not shown).

  In power split mechanism 200, a planetary gear mechanism (planetary gear) including a planetary carrier, a sun gear, and a ring gear is used to distribute the power of engine 120 to both drive wheel 160 and generator 140A. The Engine 120 is connected to the planetary carrier, generator 140A is connected to the sun gear, and motor 140B and drive wheel 160 are connected to the ring gear. The output of the engine 120 is input to the planetary carrier, which is transmitted to the generator 140A by the sun gear and to the electric motor 140B and the drive wheel 160B by the ring gear. When starting the engine 120, the generator 140A is driven using the electric power of the capacitor 220 to start the engine 120, and when stopping the operating engine 120, the output of the engine 120 is output using the generator 140A. It converts into electric power and the rotation speed of the engine 120 is lowered.

  Inverter 240 includes six IGBTs (Insulated Gate Bipolar Transistors) (not shown) and six diodes (not shown) connected in parallel to the respective IGBTs, and based on signals from motor ECU 300, generator 140A and electric motor 140B. And control. When the inverter 240 controls the generator 140 </ b> A, the gate of each IGBT is turned on or off (energized or cut off) to convert the AC power generated by the generator 140 </ b> A into DC power and charge the battery 220. When controlling the motor 140B, the inverter 240 turns on or off (energizes or cuts off) the gate of each IGBT to convert the DC power supplied from the capacitor 220 into AC power and supplies the AC power to the motor 140B.

  Converter 242 is provided between battery 220 and inverter 240. Since the rated voltage of the capacitor 220 is lower than the rated voltage of the generator 140A and the motor 140B, the power is boosted by the converter 242 when power is supplied from the capacitor 220 to the generator 140A and the motor 140B. In the case of charging, the voltage is stepped down by the converter 242, and the charging power is supplied to the battery 220.

  The charger 222 controls the voltage and current of power supplied to the battery 220 from an external power source (not shown). That is, the alternating current supplied from the external power source is converted into a direct current, and the voltage from the external power source is regulated and supplied to the battery 220 as necessary.

  Next, with reference to the functional block diagram of FIG. 2, the control functions of electronic control devices such as the engine ECU 300 and the hybrid ECU 320 provided in the vehicle drive device according to the embodiment of the present invention will be described.

  The engine ECU 280 includes a catalyst warm-up request unit 284 and an engine control unit 288.

  The catalyst warm-up request means 284 detects the temperature of the catalyst 122 detected by the catalyst temperature sensor 124 and a cooling water temperature sensor (not shown) when receiving a start request signal for the engine 120 from the engine output calculation means 328 described later. It is determined whether or not the catalyst 122 is to be warmed up based on the coolant temperature of the engine 120. If it is determined that warming is necessary, a catalyst warm-up request signal is transmitted to the catalyst warm-up control means 324.

  The engine control unit 288 controls the engine 120 so as to output the command driving force Pe of the engine 120 calculated by the engine output calculation unit 328.

  The battery ECU 260 includes a battery remaining capacity calculation unit 262 and a battery maximum allowable output calculation unit 264.

  The battery remaining capacity calculating means 262 calculates the remaining capacity of the battery 220 from the voltage value, current value, and temperature of the battery 220 detected by a sensor (not shown).

  The storage device maximum allowable output calculation unit 264 calculates a maximum allowable output Woutmax that is the maximum value that can be output from the storage device 220 based on the remaining capacity of the storage device 220 calculated by the storage device remaining capacity calculation unit 262 and the temperature of the storage device 220.

  Hybrid ECU 320 includes required driving force calculation means 322, catalyst warm-up control means 324, accelerator opening degree determination means 326, engine output calculation means 328, and engine output suppression amount calculation means 330.

  The hybrid ECU 320 operates the generator 120A while operating the engine 120 in an operating region where high efficiency is obtained during engine running and hybrid running so that the requested driving force Pus calculated by the requested driving force calculating means 322 is obtained. The output of the electric motor 140B and the engine 120 is controlled, and the output of the electric motor 140B is exclusively controlled when the motor is running.

The required driving force calculation means 322 calculates the required driving force Pus based on the accelerator opening Acc (%) and the vehicle speed V (km / h) detected by the accelerator opening sensor 402 from a previously stored relationship.

  When the catalyst warm-up control means 324 receives the catalyst warm-up request signal from the catalyst warm-up request means 284, the required drive force Pus calculated by the required drive force calculation means 322 and the battery maximum allowable output calculation means 264. Based on the maximum allowable output Woutmax of the battery 220 calculated in step S5 and the output Psd of the engine 120 set in advance for the catalyst warm-up operation, the vehicle drive device warms up the catalyst during motor travel, which will be described later. Determine if start conditions are met. The preset output Psd of the engine 120 for the catalyst warm-up operation is set to a value sufficiently smaller than the maximum allowable output Woutmax of the battery 220, and can be said to be an output value during catalyst warm-up. It is. When the required driving force Pus is equal to or less than the sum of the maximum allowable output Woutmax of the battery 220 and the catalyst warm-up output value Psd, the warming of the catalyst 122 is permitted on the assumption that the vehicle drive device satisfies the catalyst warm-up start condition. Then, a catalyst warm-up permission signal is transmitted to an engine output suppression amount calculation unit 330 described later. Further, when the required driving force Pus is larger than the sum of the maximum allowable output Woutmax of the battery 220 and the catalyst warm-up output value Psd, the warming of the catalyst 122 is assumed that the vehicle drive device does not satisfy the catalyst warm-up start condition. The machine is not allowed and the catalyst warm-up permission signal is not transmitted.

  The accelerator opening degree determination means 326 travels mainly using the driving force of the electric motor 140B while causing the engine 120 to perform the catalyst warming-up operation and the accelerator opening degree Acc (%) detected by the accelerator opening sensor 402. Two predetermined values (accelerator opening degree large determination value and accelerator opening degree small determination value) set in advance to determine whether the output state is so high that it cannot be performed or not are compared. When the accelerator opening is larger than the accelerator opening large determination value, the accelerator opening large determination is established, and the accelerator opening large signal is sent to the catalyst warm-up control means 324 and the engine output suppression amount in order to increase the driving force of the engine 120. Transmit to the calculation means 330. Further, when the accelerator opening is smaller than the accelerator opening large determination and smaller than the accelerator opening small determination value, the accelerator opening large determination is not established, and the accelerator opening large signal is not transmitted.

  Engine output calculation means 328 determines that it is necessary to start engine 120 and switch from motor traveling to engine traveling or hybrid traveling when required driving force Pus is greater than maximum allowable output Woutmax of battery 220 during motor traveling. Then, a start request signal for the engine 120 is transmitted to the catalyst warm-up request means 284. On the other hand, during hybrid traveling and engine traveling, a value obtained by subtracting the engine output suppression amount Pma calculated by the engine output suppression amount calculation unit 330 from the required driving force Pus calculated by the required driving force calculation unit 322 is calculated. The command driving force Pe is calculated and transmitted to the engine control means 288, and the engine 120 is operated for warming up the catalyst or operating for running.

  Next, the engine output suppression amount calculation means 330 will be described with reference to FIG. The engine output suppression amount calculation means 330 is based on the catalyst warm-up permission signal transmitted from the engine output suppression amount catalyst warm-up control means 324 and the accelerator opening large signal transmitted from the accelerator opening large determination means 326. Then, the engine output suppression amount Pma is calculated so that the command driving force Pe according to the operating state of the engine 120 is calculated by the engine output calculation means 328.

  First, when the engine 120 is performing the catalyst warm-up operation, that is, when the catalyst warm-up permission signal is received from the catalyst warm-up control unit 324, the engine output suppression amount calculation unit 330 is configured to output the engine output suppression amount. Pma is set as a value obtained by subtracting the catalyst warm-up output value Psd of the engine 120 from the required driving force Pus, and transmitted to the engine output calculation means 328. As described above, the engine output calculation means 328 uses the value obtained by subtracting the engine output suppression amount Pma from the required driving force Pus as the command driving force Pe of the engine 120. Therefore, as shown in FIG. The driving force Pe becomes the catalyst warm-up output value Psd of the engine 120. In this way, the engine 120 is controlled to output the catalyst warm-up output value Psd while the catalyst warm-up operation is being performed.

  Further, when the engine 120 is operating for traveling, that is, when the catalyst warm-up permission signal is not received from the catalyst warm-up control unit 324, the engine output suppression amount calculation unit 330 calculates the engine output suppression amount Pma. The maximum allowable output Woutmax of the battery 220 is calculated and transmitted to the engine output calculation means 328. As described above, the engine output calculation means 328 uses the value obtained by subtracting the engine output suppression amount Pma from the required driving force Pus as the command driving force Pe of the engine 120. Therefore, as shown in FIG. The driving force Pe is a value obtained by subtracting the maximum allowable output Woutmax of the battery 220 from the required driving force Pus. In this way, the engine 120 is controlled to output a value obtained by subtracting the maximum allowable output Woutmax of the battery 220 from the required driving force Pus while the running operation is being performed.

  Further, when the engine output suppression amount calculation unit 330 detects an operation that places emphasis on power performance by the user, for example, when an accelerator opening degree large signal is received from the accelerator opening degree determination unit 326, the engine output suppression amount Pma is predetermined. The command driving force Pe of the engine 120 is increased at a predetermined rate.

  The vehicle drive apparatus according to the embodiment of the present invention having such a control function may be a CPU (Central Processing Unit) included in a single or a plurality of ECUs, even in hardware mainly composed of digital circuits and analog circuits. ) And software that is mainly composed of a memory and a program that is read from the memory and executed by the CPU.

  Next, referring to the flowchart of FIG. 4, among the control operations of the electronic control devices such as the engine ECU 300 and the hybrid ECU 320, the catalyst warm-up control means 324 that is executed when the catalyst 122 is warmed up while the vehicle motor is running. The control operation of the engine output suppression amount calculation means 330 will be described.

  In FIG. 4, steps (hereinafter referred to as S) 1 to S5 correspond to the accelerator opening degree determination means 326. In S1, the accelerator opening Acc (%) detected by the accelerator opening sensor 402 is read in accordance with a command from the catalyst warm-up control means 324.

  In S2, it is determined whether or not the accelerator opening detected in S1 is larger than a predetermined accelerator opening large determination value. If the accelerator opening is less than the accelerator opening large determination value, the determination of S2 is denied and S3 is executed. If the accelerator opening is equal to or greater than the accelerator opening large determination value, the determination in S2 is affirmed and S4 is executed.

  In S3, it is determined whether or not the accelerator opening detected in S1 is smaller than a predetermined accelerator opening small determination value. If the accelerator opening is less than the accelerator opening small determination value, the determination in S3 is affirmed and S5 is executed. If the accelerator opening is equal to or greater than the accelerator opening small determination value, the determination in S3 is denied and S6 is executed.

  In S4, since it is determined in S2 that the accelerator opening is equal to or larger than the accelerator opening large determination value, the required driving force is large and the driving force needs to be output immediately. For example, a flag indicating a large accelerator opening Is set to “1”, the determination of large accelerator opening is established, and a large accelerator opening signal is transmitted to the catalyst warm-up control means 326 and the engine output suppression amount calculation means 330, and S6 is executed.

  In S5, since it is determined in S3 that the accelerator opening is less than the accelerator opening large determination value and less than the accelerator opening small determination value, the required driving force is small and it is not necessary to output the driving force immediately. Therefore, for example, by resetting a flag indicating a large accelerator opening to “0”, the large accelerator opening determination is not established, and S6 is executed.

  S6 to S9 correspond to the catalyst warm-up control means 324. In S6, it is determined whether a catalyst warm-up request signal is received from the catalyst warm-up request means 284. If the catalyst warm-up request signal is received from the catalyst warm-up request means 284, the determination in S6 is affirmed and S7 is executed. If the catalyst warm-up request signal is not received from the catalyst warm-up request means 284, the determination in S6 is denied and S12 is executed.

  In S7, it is determined whether or not the engine control means 288 is controlling to operate the engine 120. If the engine 120 is controlled to operate, the determination in S7 is affirmed and S8 is executed. If the engine 120 is not controlled to operate, the determination in S7 is denied and S12 is executed.

  In S8, it is determined whether or not driving of a load is prohibited during operation of a brake for braking a vehicle (not shown) by hybrid ECU 320. If the load operation during the brake operation is not prohibited, the determination in S8 is affirmed and S9 is executed. When the load operation during the brake operation is prohibited, the determination of S8 is denied and S12 is executed.

  In S9, it is determined whether or not a large accelerator opening signal is received from the accelerator opening determining means 326. If it is determined that the accelerator opening large signal has not been received, the determination in S9 is affirmed, and the catalyst warm-up control means 324 transmits a catalyst warm-up permission signal to the engine output suppression amount calculation means 330 and executes S10. . If it is determined that the accelerator opening large determination is established, the determination in S9 is denied and S12 is executed.

  S 10 corresponds to the engine output suppression amount calculation means 330. In S10, when the engine output suppression amount calculation means 330 receives the catalyst warm-up permission signal from the catalyst warm-up control means 324, the engine output suppression amount Pma is calculated so that the engine 120 outputs the catalyst warm-up output value Psd, It transmits to the engine output calculation means 328. The calculation method of the engine output suppression amount Pma is as described above, and is calculated by subtracting the catalyst warm-up output value Psd of the engine 120 from the required driving force Pus. Thereafter, S11 is executed.

  S11 corresponds to the engine output calculation means 328. In S11, the engine output calculation means 328 calculates the command driving force Pe of the engine 120 by subtracting the engine output suppression amount Pma calculated in S10 from the required driving force Pus, and after completing this control routine, Start cycle. Since the engine output suppression amount Pma is calculated so that the command drive force Pe of the engine 120 becomes the catalyst warm-up output value Psd in S10, the command drive force Pe of the engine 120 is the catalyst warm-up output here. It becomes the value Psd.

  S12 and S13 correspond to the engine output suppression amount calculation means 330, and an operation with an emphasis on power performance by the user, for example, a user accelerator opening greater than a certain value is detected, and the accelerator opening determination means 326 detects the accelerator opening. This represents a process of increasing the command driving force Pe of the engine 120 at a predetermined rate when a large signal is received.

  First, in S12, in order to increase the command driving force Pe of the engine 120, the engine output suppression amount calculation means 330 performs a process of decreasing the engine output suppression amount Pma. Specifically, the engine output suppression amount Pma is reduced by reducing a certain value from the engine output suppression amount Pma, and the command driving force Pe of the engine 120 is increased. In order to quickly decrease the engine output suppression amount Pma, the value to be decreased from the engine output suppression amount Pma may not be made constant, but may be increased in proportion to the number of times the decrease process is performed. Thereafter, S13 is executed.

  In S13, in response to the decrease in the engine output suppression amount Pma in S13, the engine output suppression amount calculation means 330 checks whether or not the engine output suppression amount Pma has decreased to 0 kW. If the engine output suppression amount Pma has not decreased to 0 kW, the determination in S13 is affirmed, and the engine output suppression amount Pma is transmitted to the engine output calculation means 328 in order to continuously increase the command driving force Pe of the engine 120. After that, S14 is executed. Further, when the engine output suppression amount Pma has decreased to 0 kW, S13 is denied, and after the present control routine is terminated, the next control cycle is started.

  S14 to S16 correspond to the engine output calculation means 328. In S14, the engine output calculation means 328 calculates the command driving force Pe of the engine 120 by subtracting the engine output suppression amount Pma from the required driving force Pus, as in S11, and the calculated command driving force Pe of the engine 120 is calculated. After transmitting to the engine control means 288, S15 is executed. Further, since the engine output suppression amount Pma is lowered in S12, the command driving force Pe of the engine 120 calculated in S14 is compared with the command driving force Pe of the engine 120 calculated in the previous control cycle. Will grow.

  In S15, the engine output calculation means 328 determines whether or not the command driving force Pe of the engine 120 calculated in S14 is smaller than a sufficiently small threshold value Pmin. That is, it is determined whether or not the command driving force Pe of the engine 120 is sufficiently small and the required driving force can be sufficiently covered by the maximum allowable output Woutmax of the battery 220. When the command driving force Pe of the engine 120 is smaller than the threshold value Pmin, the determination of S15 is affirmed, and S16 is executed to stop the operation of the engine 120 and perform motor running. When the command driving force Pe of the engine 120 is greater than or equal to the threshold value Pmin, the next control cycle is started after the present control routine is finished.

  In S16, the engine output calculation means 328 determines in S15 that the command driving force Pe of the engine 120 is smaller than the threshold value Pmin, so that the command driving force Pe of the engine 120 is set to 0 kW and the control routine is terminated to drive the vehicle. After that, the next control cycle is started.

(First embodiment)
Next, referring to FIG. 5, a vehicle equipped with the vehicle drive device according to the embodiment of the present invention increases the command driving force Pe of engine 120 at a predetermined rate during the travel operation of engine 120. A change in the driving force of the engine 120 will be described. FIG. 5A is a graph showing changes in the required driving force Pus and the accelerator opening degree Acc with respect to time, and FIG. 5B is a graph showing changes in the command driving force Pe of the engine 120 with respect to time. FIG. 5C is a graph showing the change of the engine output suppression amount Pma with respect to time.

  First, the vehicle stops the engine 120 while the required driving force Pus can be satisfied by the maximum allowable output Woutmax of the battery 220, selects the electric motor 140B as a driving source, and runs the motor.

  Since the required driving force Pus exceeds the maximum allowable output Woutmax of the battery 220 at time t1, the engine output calculation unit 328 first transmits an engine start request signal to the catalyst warm-up request unit 284 in order to start the engine 120. The catalyst warm-up requesting means 284 determines whether or not to warm up the catalyst 122 based on the coolant temperature of the engine 120, the temperature of the catalyst 122, and the like. A machine request signal is transmitted. The catalyst warm-up control means 324 receives the catalyst warm-up request signal, and when the requested driving force Pus is equal to or less than the sum of the maximum allowable output Woutmax of the battery 220 and the catalyst warm-up output value Psd of the engine 120, the vehicle drive device The catalyst warm-up permission signal is transmitted to the engine output suppression amount calculation means 330 by allowing the catalyst 122 to warm-up, assuming that the catalyst warm-up start condition during motor running is satisfied. Upon receiving the catalyst warm-up permission signal, the engine output suppression amount calculation means 330 calculates a value obtained by subtracting the catalyst warm-up output value Psd of the engine 120 from the required driving force Pus as the engine output suppression amount Pma, and sends it to the engine output calculation means 328. Send. The engine output calculation unit 328 calculates a value obtained by subtracting the engine output suppression amount Pma from the required driving force Pus as the command driving force Pe of the engine 120, and transmits it to the engine control unit. The engine control unit 288 controls the engine 120 based on the received command driving force Pe of the engine 120. While the required driving force Pus can be satisfied by the sum of the catalyst warm-up output value Psd of the engine 120 and the maximum allowable output Woutmax of the battery 220, the catalyst warm-up operation of the engine 120 is performed.

  When the required driving force Pus exceeds the sum of the catalyst warm-up output value Psd of the engine 120 and the maximum allowable output Woutmax of the battery 220 at time t2, the catalyst control means 324 stops transmitting the catalyst warm-up permission signal. Then, in response to the stop of the catalyst warm-up permission signal, the engine output suppression amount calculation unit 330 calculates the maximum allowable output Woutmax of the battery 220 as the engine output suppression amount Pma and transmits it to the engine output calculation unit 328. The engine output calculation unit 328 calculates a value obtained by subtracting the engine output suppression amount Pma from the required driving force Pus as the command driving force Pe of the engine 120, and transmits it to the engine control unit. The engine control unit 288 controls the engine 120 based on the received command driving force Pe of the engine 120.

  At time t3, when an operation with an emphasis on power performance by the user, for example, an accelerator opening Acc greater than or equal to a predetermined value is detected and an accelerator opening large signal is received from the accelerator opening determining means 326, the engine output suppression amount calculating means 330 is The engine output suppression amount Pma is decreased at a predetermined rate. As described above, the engine output calculation means 328 calculates the command driving force Pe of the engine based on the required driving force Pus and the engine output suppression amount calculation means Pma. The command driving force Pe of the engine 120 calculated by the calculating means 328 increases at a predetermined rate. Until the command driving force Pe of the engine 120 becomes the required driving force Pus, that is, when the engine output suppression amount Pma becomes 0 kW, the engine output suppression amount Pma lowering process is ended.

(Second embodiment)
Finally, referring to FIG. 6, when a vehicle equipped with the vehicle drive device according to the embodiment of the present invention is in operation for warming up catalyst of engine 120, command driving force Pe of engine 120 is transmitted at a predetermined rate. A change in driving force of the engine 120 when the engine 120 is raised will be described. As in FIG. 5, FIG. 6A is a graph showing changes in the required driving force Pus and the accelerator opening Acc with respect to time, and FIG. 6B is a command driving force Pe of the engine 120 with respect to time. FIG. 6C is a graph showing the change in the engine output suppression amount Pma with respect to time.

  As described above, the vehicle stops the engine 120 while the required driving force Pus can be satisfied by the maximum allowable output Woutmax of the battery 220, selects the electric motor 140B as a driving source, and runs the motor. When the requested driving force Pus exceeds the maximum allowable output Woutmax of the battery 220 at time t1, the engine 120 performs the catalyst warm-up operation and outputs the catalyst warm-up output value Psd.

  At time t2, when an operation with an emphasis on power performance by the user, for example, an accelerator opening Acc greater than a certain value is detected and an accelerator opening large signal is received from the accelerator opening determining means 326, the engine output suppression amount is as described above. The calculation unit 330 increases the command driving force Pe of the engine 120 by decreasing the engine output suppression amount Pma at a predetermined rate.

  As described above, according to the vehicle drive device according to the embodiment of the present invention, the driving force Pus requested by the user is the driving force Psd of the engine 120 during the catalyst warm-up operation and the maximum allowable output Woutmax of the battery 220. Is less than the sum, the engine 120 is controlled to perform the catalyst warm-up operation, and the driving force Pus requested by the user is the maximum allowable power of the battery 220 and the driving force Psd of the engine 120 during the catalyst warm-up operation. If it is greater than the sum of the output Woutmax, the catalyst warm-up operation is interrupted and switched to the travel operation, and the user is required by the sum of the driving force of the engine 120 and the maximum allowable output Woutmax of the battery 220 during the travel operation. If an operation with an emphasis on power performance is detected while the engine 120 is running and the engine 120 is running, the engine Since the command driving force Pe is raised at a predetermined rate, it can be warmed up quickly catalyst while preventing drive discouragement of the engine 120.

  Further, according to the vehicle drive apparatus of the embodiment of the present invention, the sum of the driving force Psd of the engine 120 during the catalyst warm-up operation and the maximum allowable output Woutmax of the battery 220 is the driving force Pus requested by the user. In the following cases, the engine 120 is controlled to perform the catalyst warm-up operation, and when an operation with an emphasis on power performance is detected during the catalyst warm-up operation of the engine 120, the engine 120 is Since the operation drive is switched to the travel operation and the command driving force Pe of the engine 120 is increased at a predetermined rate, the catalyst warm-up can be completed quickly while preventing the engine 120 from losing the driving force.

  In addition, according to the vehicle drive apparatus of the embodiment of the present invention, a predetermined constant driving force sufficiently smaller than the maximum allowable output Woutmax of the battery 220 is output during the catalyst warm-up operation of the engine 120. Therefore, the output of the engine 120 during the catalyst warm-up operation can be minimized.

  In addition, according to the vehicle drive device of the embodiment of the present invention, an operation with an emphasis on the power performance by the user is detected using the accelerator opening, so an operation with an emphasis on the power performance can be accurately detected. .

  120: engine, 122: catalyst, 124: catalyst temperature sensor, 140A: generator, 140B: electric motor, 220: capacitor

Claims (4)

When the engine warm-up start condition is satisfied while the vehicle is running, including an engine and an electric motor that function as a driving force source, a capacitor that supplies electric power to the electric motor, and a catalyst that purifies the exhaust gas of the engine Is a vehicle drive device that controls the engine to perform the catalyst warm-up operation,
The drive device performs the catalyst warm-up operation when the drive force requested by the user is equal to or less than the sum of the drive power of the engine during the catalyst warm-up operation and the maximum allowable output of the battery. If the driving force requested by the user is greater than the sum of the driving force of the engine during the catalyst warm-up operation and the maximum allowable output of the battery, the operation for catalyst warm-up is interrupted. The driving power required by the user is satisfied by the sum of the output of the engine during the running operation and the maximum allowable output of the battery, and the power performance by the user is emphasized during the running operation of the engine. When the detected operation is detected, the command driving force of the engine is increased at a predetermined rate. When the engine warm-up start condition is satisfied while the vehicle is running, including an engine and an electric motor that function as a driving force source, a capacitor that supplies electric power to the electric motor, and a catalyst that purifies the exhaust gas of the engine Is a vehicle drive device that controls the engine to perform the catalyst warm-up operation,
The drive device performs the catalyst warm-up operation when the drive force requested by the user is equal to or less than the sum of the drive power of the engine during the catalyst warm-up operation and the maximum allowable output of the battery. And controlling the engine from the catalyst warm-up operation to the travel operation to detect a command driving force of the engine when detecting an operation with an emphasis on power performance by the user during the catalyst warm-up operation of the engine. Is raised at a predetermined rate. The vehicle drive device according to any one of claims 1 and 2,
The engine performing the catalyst warm-up operation outputs a predetermined driving force that is sufficiently smaller than the maximum allowable output of the electric motor. A vehicle drive device according to any one of claims 1 to 3,
The case where an operation with an emphasis on power performance by the user is detected is a case where a user accelerator opening degree greater than a certain value is detected.