JP2013067297A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control deterioration of exhaust emission, while promptly carrying out warming-up of a purifying catalyst.SOLUTION: When warming up of the purifying catalyst is demanded (S120), a vehicle stops (S130), and when engine request power Pe* is not less than a prescribed power Pref (S140), the warmup control to perform warming-up of the purifying catalyst is executed (S150-S170), while outputting the request power Pe* from an engine (load operation), and when the vehicle stops and the requested power Pe* is less than the prescribed power Pref, the warmup control to perform warming-up of the purifying catalyst is executed, while carrying out independent driving of the engine by idling rotation speed Nidle (S200-S220). As a result, the warming-up of the purifying catalyst can be promptly performed by the load operation of the engine, and at the same time, the deterioration of the exhaust emission by continuing the load operation in a state of comparatively small request power Pe*.

Description

  The present invention includes an engine provided with a purification catalyst in an exhaust system, a generator capable of inputting and outputting power, a planetary gear connected to an output shaft of the engine, a rotating shaft of the generator, and a drive shaft, An electric motor capable of inputting / outputting power to / from a drive shaft, and a catalyst for performing catalyst warm-up control for controlling the engine and the generator so that the purifying catalyst is warmed up when the purifying catalyst is warmed up The present invention relates to a hybrid vehicle including warm-up control means.

  Conventionally, this type of hybrid vehicle includes an engine in which a purification device having a three-way catalyst is attached to an exhaust system, a motor MG1 capable of generating power, an output shaft of the engine, a rotation shaft of the motor MG1, and a drive shaft. A device including a connected planetary gear mechanism and a motor MG2 capable of inputting / outputting power to / from a drive shaft has been proposed (see, for example, Patent Document 1). In this automobile, when the warming-up request for the purifying device is made, the torque of the motor MG1 is set to 0, and the engine and the motor MG1 are controlled to operate independently at the idle speed, and the required torque is supplied from the motor MG2. The motor MG2 is controlled to be output to the drive shaft.

JP 2009-274628 A

  However, in the above-described hybrid vehicle, if the engine is warmed up only by independent operation, the time required for warming up becomes long. On the other hand, since the hybrid vehicle of the type described above can drive the engine while generating power by the motor MG1, it is conceivable to warm up the engine by controlling the operation so that the engine performs load operation. However, if the load operation of the engine is continued for a long time in a state where the purification catalyst is not activated, the exhaust emission is deteriorated.

  The main purpose of the hybrid vehicle of the present invention is to quickly warm up the purification catalyst and suppress the deterioration of exhaust emission.

  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 engine provided with a purification catalyst in the exhaust system, a generator capable of inputting and outputting power, a planetary gear connected to the output shaft of the engine, the rotating shaft of the generator, and a drive shaft, and power to the drive shaft And a catalyst warm-up control means for performing catalyst warm-up control for controlling the engine and the generator so that the purifying catalyst is warmed up when the purifying catalyst is warmed up In a hybrid vehicle comprising
The catalyst warm-up control means, as the catalyst warm-up control, stops the engine and the generator so that the purification catalyst is warmed up while the engine is running independently. And a means for switching and executing load operation catalyst warm-up control for controlling the engine and the generator so that the purification catalyst is warmed up while the engine is being loaded.

  In the hybrid vehicle according to the present invention, as catalyst warm-up control for controlling the engine and the generator so that the purification catalyst is warmed up when the purification catalyst is required to be warmed up, the purification is performed while the engine is running independently when the vehicle is stopped. Self-operating catalyst warm-up control that controls the engine and generator so that the catalyst is warmed up, and load-operated catalyst warm-up that controls the engine and generator so that the purification catalyst is warmed up while operating the engine under load Switch between control and execute. As a result, by switching between the self-supporting catalyst warm-up control for warming up the purification catalyst with good exhaust emission and the load operation catalyst warm-up control for quickly warming up the purification catalyst as required, The purification catalyst can be warmed up quickly and deterioration of exhaust emission can be suppressed.

  In such a hybrid vehicle of the present invention, the catalyst warm-up control means executes the self-supporting catalyst warm-up control when the required load required for the engine is less than a predetermined load, and the required load is equal to or higher than the predetermined load. Sometimes, the load operation catalyst warm-up control can be performed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 5 is a flowchart showing an example of a catalyst warm-up control routine executed by a hybrid electronic control unit 70. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  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 drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear 30 in which a carrier is connected to a crankshaft 26 as an output shaft 22 and a ring gear is connected to a drive shaft 32 connected to drive wheels 63a and 63b via a differential gear 62; Then, the motor MG1 whose rotor is connected to the sun gear of the planetary gear 30, a motor MG2 configured as, for example, a synchronous generator motor and whose rotor is connected to the drive shaft 32, and an inverter 41 for driving the motors MG1 and MG2 , 42 and inverters 41, 42 A motor electronic control unit (hereinafter referred to as a motor ECU) 40 for driving and controlling the motors MG1 and MG2 by switching control of the switching elements, a battery 50 configured as, for example, a lithium ion secondary battery, and inverters 41 and 42 Are connected to a power line (hereinafter referred to as a high voltage system power line) 54a and a power line (hereinafter referred to as a battery voltage system power line) 54b to which the battery 50 is connected. Boost converter 55 that exchanges power with voltage system power line 54b, battery electronic control unit (hereinafter referred to as battery ECU) 52 that manages battery 50, and hybrid electronic that controls the entire drive system of the vehicle A control unit (hereinafter referred to as HVECU) 70 That.

  As shown in FIG. 2, the engine 22 sucks air purified by the air cleaner 122 through the throttle valve 124 and injects gasoline from the fuel injection valve 126 to mix the sucked air and gasoline. The air-fuel mixture is sucked into the fuel chamber via the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. 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.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 detects signals from various sensors that detect the state of the engine 22, for example, the crank position θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. The cam position for detecting the coolant temperature Tw from the water temperature sensor 142, the in-cylinder pressure Pin from the pressure sensor attached to the combustion chamber, and 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 Cam position θca from sensor 144, throttle opening TH from throttle valve position sensor 146 for detecting the position of throttle valve 124, intake air amount Qa from air flow meter 148 attached to the intake pipe, and also attached to the intake pipe Temperature Intake air temperature Ta from the sensor 149, catalyst temperature Tc from the temperature sensor 134b for detecting the temperature of the purification catalyst 134a, air-fuel ratio AF from the air-fuel ratio sensor 135a attached to the exhaust system, and oxygen sensor also attached to the exhaust system An oxygen signal O2 and the like from 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 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 communicates with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position θcr from the crank position sensor 140. Further, the engine ECU 24 determines that the purification catalyst 134a needs to be warmed up when the catalyst temperature Tc from the temperature sensor 134b is less than the activation temperature set near the lower limit of the temperature range in which the purification catalyst 143a is activated. When the catalyst warm-up request flag Fc is set to a value of 1 and the catalyst temperature Tc is equal to or higher than the activation temperature, it is determined that the warm-up of the purification catalyst 134a is unnecessary or completed, and the catalyst warm-up request flag Fc is set to a value of 0. . The catalyst warm-up flag Fc is not limited to the one set using the temperature sensor 134b that directly detects the catalyst temperature Tc, and may be set based on the cooling water temperature Tw from the water temperature sensor 142 or the like.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from a rotational position detection sensor (not shown) that detects the rotational position of the rotor of the motors MG1 and MG2, and currents (not shown). A phase current applied to the motors MG1 and MG2 detected by the sensor is input via the input port, and a switching control signal to a switching element (not shown) of the inverters 41 and 42 is output from the motor ECU 40. It is output via. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensor.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50 and a power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated 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.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, an accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, and a depression amount of the brake pedal 85. The brake pedal position BP from the brake pedal position sensor 86 for detecting the vehicle speed, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the HVECU 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.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 32 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. 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 Tr * is output to the drive shaft 32. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the motor MG1 and the motor MG2 and output to the drive shaft 32, and the sum of the required power and the power required for charging and discharging the battery 50 are met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 32 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 32. The torque conversion operation mode and the charge / discharge operation mode are modes for controlling the engine 22, the motor MG1, and the motor MG2 so that the required power is output to the drive shaft 32 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 32 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque The travel power Pdrv * required for travel is calculated by multiplying Tr * by the rotational speed Nr of the drive shaft 32 (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor). The charge / discharge required power Pb * (a positive value when discharging from the battery 50) of the battery 50 obtained from the calculated traveling power Pdrv * based on the storage ratio SOC of the battery 50 is subtracted and a loss (loss) is added. To set the required power Pe * as the power to be output from the engine 22. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And the target torque Te * are set, and the motor is controlled by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 32 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * is set, and the target rotational speed Ne * and target torque Te * are set. In its sent to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs intake air amount control and fuel injection control of the engine 22 so that the engine 22 is efficiently operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs ignition control and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. .

  In the motor operation mode, the HVECU 70 sets a required torque Tr * to be output to the drive shaft 32 based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and sets the battery 50. The torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 32 within the range of the input / output limits Win, Wout. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when warming up the purification catalyst 134a will be described. FIG. 3 is a flowchart showing an example of a catalyst warm-up control routine executed by the CPU 72 of the HVECU 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the catalyst warm-up control routine is executed, first, the CPU 72 of the HVECU 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the rotational speeds Nm1, Nm of the motors MG1, MG2, the vehicle speed V from the vehicle speed sensor 88, the catalyst warm-up. Processing for inputting data required for control such as the request flag Fc is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensor and input from the motor ECU 40 by communication. It was. Further, as described above, the catalyst warm-up request flag Fc is set by the engine ECU 24 and input by communication.

  When the necessary data is input in this manner, the required torque Tr * required for the drive shaft 32 is set based on the input accelerator opening Acc and the vehicle speed V, and the required power Pe * to be output from the engine 22 is set ( Step S110). As described above, the required power Pe * is obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 32, and the required charge / discharge power Pb * of the battery 50 (a positive value when discharging from the battery 50). ) And adding a loss (loss).

  Next, it is determined whether the catalyst warm-up request flag Fc is 1 or not, that is, whether warming-up of the purification catalyst 134a is requested (step S120). When the catalyst warm-up request flag Fc is not a value 1, it is determined that warming-up of the purification catalyst 134a is not requested, and this routine is finished as it is. On the other hand, when the catalyst warm-up request flag Fc is a value 1, it is determined whether or not the vehicle speed V is less than a predetermined vehicle speed (for example, 5 km per hour) Vref that can be regarded as a stop (step S130), and the required power Pe * is a predetermined power (for example, 1 kW). It is determined whether or not it is less than Pref (step S140). Here, when the vehicle is stopped, the vehicle speed V is in the vicinity of the value 0, and the traveling power Pdrv * is substantially 0. Therefore, the determination in step S140 adds a minus sign to the charge / discharge required power Pb *. It is determined whether the sum of the power and the loss (loss), that is, the charging power required for the battery 50 is less than the predetermined power Pref. When the vehicle speed V is determined to be equal to or higher than the predetermined vehicle speed Vref, or the required power Pe * is determined to be equal to or higher than the predetermined power Pref, the target rotational speed Ne * of the engine 22 for efficiently outputting the required power Pe * from the engine 22 The target torque Te * is set and transmitted to the engine ECU 24 (step S150), and an ignition delay command for retarding the ignition timing is transmitted to the engine ECU 24 in order to promote warm-up of the purification catalyst 134a (step S160). ). Then, a torque command Tm1 * of the motor MG1 for setting the rotational speed Ne of the engine 22 to the target rotational speed Ne * by the rotational speed feedback control within the range of the input / output limits Win, Wout is set (step S170), a torque command Tm2 * of the motor MG2 for outputting the required torque Tr * to the drive shaft 32 is set (step S180), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S190). ), This routine is terminated. As described above, when the required power Pe * is equal to or higher than the predetermined power Pref, the purification catalyst 134a is warmed up while outputting the required power Pe * from the engine 22 (load operation), thereby completing the warm-up in a relatively short time. be able to.

  On the other hand, when the vehicle speed V is determined to be less than the predetermined vehicle speed Vref in step S130 and the required power Pe * is determined to be less than the predetermined power Pref in step S140, the idling engine speed Nidle is set to the target engine speed Ne *, and the engine 22 Transmits a self-sustained operation command to the engine ECU 24 so as to perform self-sustained operation at the target rotational speed Ne * (step S200), and transmits the ignition retard command described above to the engine ECU 24 so that the ignition timing is retarded (step S210). . Then, a value 0 is set in the torque command Tm1 * of the motor MG1 (step S220), and a torque command Tm2 * of the motor MG2 for outputting the required torque Tr * to the drive shaft 32 is set (step S180). The torque commands Tm1 * and Tm2 * thus transmitted are transmitted to the motor ECU 40 (step S190), and this routine is terminated. Thus, when the required power Pe * when the vehicle is stopped, that is, the charging power required for the battery 50 is less than the predetermined power Pref, the purification catalyst 134a is warmed up while the engine 22 is independently operated at the idling speed Nidle. This is based on the fact that if the required power Pe * is small and the operation of the engine 22 is continued at a low load, the exhaust emission deteriorates.

  When the purification catalyst 134a is warmed up by such control, the catalyst warm-up request flag Fc is set to 0, so a negative determination is made in step S120, and the processes in steps S130 to S220 are executed. Disappear.

  According to the hybrid vehicle 20 of the embodiment described above, when the warming-up of the purification catalyst 134a is requested when the vehicle is stopped, the request is made from the engine 22 when the required power Pe * of the engine 22 is equal to or higher than the predetermined power Pref. The engine 22 and the motors MG1, MG2 are controlled so that the purification catalyst 134a is warmed up while outputting the power Pe * (load operation). When the required power Pe * is less than the predetermined power Pref, the engine 22 is operated independently. Since the engine 22 and the motors MG1 and MG2 are controlled so that the purification catalyst 134a is warmed up, the purification catalyst 134a can be quickly warmed up by the load operation of the engine 22 and the required power Pe * is relatively high. Deterioration of exhaust emission due to continuing load operation in a small state can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 32. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 4, the drive shaft 32 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 4) different from the connected axle (the axle to which the drive wheels 63a and 63b are connected).

  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 corresponds to the “engine”, the motor MG1 corresponds to the “generator”, the motor MG2 corresponds to the “electric motor”, and the HVECU 70 and the engine 22 that execute the catalyst warm-up control routine of FIG. The engine ECU 24 that controls the operation of the motor and the motor ECU 40 that controls the driving of the motors MG1, MG2 correspond to "catalyst warm-up control means". The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

  The present invention is applicable to the automobile industry and the like.

  20, 120 Hybrid car, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 32 drive shaft, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 50 battery, 52 battery electronic control unit (battery ECU), 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit (HVECU), 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 Slot 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, MG1, MG2 motor.

Claims (1)

An engine provided with a purification catalyst in the exhaust system, a generator capable of inputting and outputting power, a planetary gear connected to the output shaft of the engine, the rotating shaft of the generator, and a drive shaft, and power to the drive shaft And a catalyst warm-up control means for performing catalyst warm-up control for controlling the engine and the generator so that the purifying catalyst is warmed up when the purifying catalyst is warmed up In a hybrid vehicle comprising
The catalyst warm-up control means, as the catalyst warm-up control, stops the engine and the generator so that the purification catalyst is warmed up while the engine is running independently. And a means for switching and executing load operation catalyst warm-up control for controlling the engine and the generator so that the purification catalyst is warmed up while the engine is loaded. .

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