JP2017114206A - Regeneration control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a regeneration control apparatus with a contamination in the exhaust system of an engine and a deterioration thereof suppressed.SOLUTION: A regeneration control apparatus 1, for use in a hybrid vehicle 10 that has an engine 11, a first motor 13, and a second motor 12 connected to the engine 11, includes: a first control part 4 for executing firing control; and a second control part 5 for executing motoring control. In the firing control, the engine 11 is supplied with fuel while the second motor 12 is driven with regenerative power of the first motor 13. In the motoring control, after ending the firing control, a fuel supply to the engine 11 is shut off while driving the second motor 12 with the regenerative power of the first motor 13.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a regeneration control device for a hybrid vehicle.

  2. Description of the Related Art Conventionally, in a regenerative control device for a hybrid vehicle, a technique for securing a braking force by driving another motor with regenerative power of a traveling motor is known. That is, the regenerative braking is realized while reducing the influence on the charge / discharge amount of the battery by consuming the regenerative power of the traveling motor by another motor. As a motor for consuming regenerative power, for example, a motor generator connected to a drive shaft of an engine is used. Further, when the motor generator is driven, the fuel supply to the engine is restricted or cut off so that the engine acts as a rotational load of the motor generator. By such control, it becomes possible to consume electric power having a magnitude corresponding to the regenerative electric power by the low-rotation motor generator, and it is easy to secure the regenerative braking force (see Patent Documents 1 and 2).

JP 2010-247749 JP 2012-006525 A

  Since the above control can be performed regardless of the charge / discharge amount of the battery, there is a possibility that the control is frequently repeated in a state where the battery is nearly fully charged. Therefore, there is a risk of increasing the excessive temperature rise risk of the catalyst device interposed on the exhaust passage of the engine, or increasing the risk of contamination of the exhaust air / fuel ratio sensor due to oil mist. The excessive temperature rise risk can be increased by repeatedly operating and stopping the engine at a low load (that is, the exhaust purification component and oxygen stay in the vicinity of the catalyst). Further, the risk of contamination of the exhaust air / fuel ratio sensor can be increased by continuing cranking with the engine stopped (that is, engine oil in the cylinder is sucked into the exhaust passage). In the existing technology, priority is given to securing the regenerative braking force over these technical issues, and therefore it is difficult to suppress contamination and deterioration of the exhaust system of the engine.

  One of the objects of the present invention was created in view of the above-described problems, and is to provide a regenerative control device that can suppress fouling and deterioration of an engine exhaust system. It should be noted that the present invention is not limited to this purpose, and is an operational effect that is derived from each configuration shown in “Mode for Carrying Out the Invention” to be described later. Can be positioned as a purpose.

(1) The regenerative control device disclosed herein is a regenerative control device for a hybrid vehicle including an engine, a first motor, and a second motor coupled to the engine. The regenerative control device includes a first control unit that performs firing control for supplying fuel to the engine while driving the second motor with regenerative electric power of the first motor. In addition, a second control unit that performs motoring control for cutting off fuel supply to the engine while driving the second motor with regenerative electric power of the first motor after the completion of the firing control is provided.
The firing control is preferably control that functions to generate a regenerative braking force. The motoring control is preferably control that functions to cool the catalyst device on the exhaust passage of the engine while generating the regenerative braking force.

(2) It is preferable that said 2nd control part controls the implementation period of said motoring control according to the regenerative electric power generation amount of said 1st motor. For example, it is preferable to extend the implementation period as the regenerative power generation amount increases.
(3) It is preferable that said 2nd control part controls the implementation period of said motoring control according to the charging rate of the battery connected to said 1st motor and said 2nd motor. For example, it is preferable to extend the implementation period as the charging rate increases.
(4) It is preferable that the second control unit controls an execution period of the motoring control according to an exhaust catalyst temperature of the engine. For example, it is preferable to extend the implementation period as the exhaust catalyst temperature increases.

(5) It is preferable that said 2nd control part implements said motoring control according to the frequency | count of implementation of said firing control within predetermined time. For example, it is preferable that the motoring control is performed when the number of executions is a predetermined number or more. When the number of executions is less than the predetermined number of times, it is preferable to stop the engine and the second motor without performing the motoring control.
(6) It is preferable that said 2nd control part implements said motoring control according to the fluctuation history of the accelerator opening within predetermined time. For example, it is preferable to perform the motoring control when the time integral value of the accelerator opening is equal to or greater than a predetermined value.

(7) It is preferable that said 2nd control part controls the rotational speed of said 2nd motor at the time of said motoring control at the same speed as the rotational speed at the time of said immediately preceding firing control. For example, it is preferable that the second control unit lowers the rotation speed than during the firing control so that a braking force equivalent to the regenerative braking force during the firing control is generated.
(8) It is preferable that said 2nd control part controls the throttle opening degree during implementation of the said motoring according to the regenerative electric power generation amount of said 1st motor. For example, it is preferable that the second control unit opens the throttle opening more than during the firing control so that a braking force equivalent to the regenerative braking force during the firing control is generated.

  By implementing the firing control, it is possible to avoid an increase in the risk of contamination of the exhaust air-fuel ratio sensor due to the consumption of regenerative power. Further, by performing the motoring control after the completion of the firing control, a cool-down period for lowering the catalyst temperature can be provided, and an excessive temperature rise of the catalyst device can be suppressed. Therefore, it is possible to suppress the contamination and deterioration of the exhaust system of the engine.

It is a schematic diagram of the vehicle to which the regeneration control apparatus was applied. It is a flowchart (main flow) which illustrates the procedure of regeneration control. It is a flowchart (subflow) which illustrates the procedure of regeneration control. It is a graph for demonstrating the content of regenerative control, (A) is the selection mode of B mode, (B) is a regenerative state, (C) is the frequency | count of implementation of firing control, (D) shows an engine speed. .

  A regenerative control device as an embodiment will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit thereof. Further, they can be selected as necessary, or can be appropriately combined.

[1. Device configuration]
The regeneration control device of this embodiment is applied to the vehicle 10 shown in FIG. The vehicle 10 is a hybrid vehicle equipped with an engine 11, a motor generator 13 for travel (first motor, simply referred to as motor 13), and a motor generator 12 for power generation (second motor, simply referred to as generator 12). is there. The generator 12 is directly connected (or connected) to the engine 11 and can execute a power running operation and a power generation operation independently of the operation state of the motor 13. Further, the vehicle 10 is prepared with three types of travel modes, EV mode, series mode, and parallel mode. These travel modes are alternatively selected according to the travel state, and the engine 11, the generator 12, and the motor 13 are selectively used according to the type.

  The EV mode is a travel mode in which the vehicle 10 is driven only by the motor 13 while the engine 11 and the generator 12 are stopped. The EV mode is selected when the traveling load and traveling speed are low or when the charge level of the battery 15 is high. The series mode is a travel mode in which the generator 11 is driven by the engine 11 to generate power, and the vehicle 10 is driven by the motor 13 using the electric power. The series mode is selected when the traveling load and traveling speed are medium or when the charge level of the battery 15 is low. The parallel mode is a travel mode in which the vehicle 11 is driven by using the engine 11 and the motor 13 together, and is selected when the travel load and the travel speed are high.

  The engine 11 is an internal combustion engine (gasoline engine, diesel engine) that burns gasoline or light oil. A transmission 18 is provided on a power transmission path that connects the engine 11 and the drive wheels 16, and a clutch 14 that controls the connection / disconnection state of the driving force and the magnitude of torque transmitted to the drive wheels 16 is a transmission. 18 is built in. In this power transmission path, the generator 12 is connected to the engine 11 side of the clutch 14, and the motor 13 is connected to the drive wheel 16 side of the clutch 14. The speed change state of the transmission 18 (range, reduction ratio, connection / disconnection state of the clutch 14, etc.) is controlled according to the operation state of the shift lever device. In addition, a catalyst device 17 for purifying exhaust gas is disposed on the exhaust passage of the engine 11 and an exhaust air-fuel ratio sensor is disposed. The catalyst device 17 includes, for example, an oxidation catalyst, a three-way catalyst, a trap catalyst, a filter catalyst, and the like.

  Each of the generator 12 and the motor 13 is connected to a battery 15. The motor 13 mainly operates with electric power stored in the battery 15 and supplies driving force to the driving wheels 16. Further, when the vehicle 10 is decelerated or coasting, the motor 13 functions as a generator, and the regenerative power is charged in the battery 15. The generator 12 generates electric power mainly by receiving the driving force generated by the engine 11 and charges the battery 15 with the generated electric power. On the other hand, when the engine 11 is started, the generator 12 is operated by the power of the battery 15 and transmits driving force to the engine 11. The electronic control device 1 controls the operating states of the engine 11, the generator 12, and the motor 13.

  The electronic control device 1 (regenerative control device) is an electronic device (ECU, Electronic Control Unit) that includes a processor, a memory, and an interface device connected to each other via an internal bus, and is connected to the in-vehicle network of the vehicle 10. Is done. The processor is, for example, a processing device (processor) including a control unit (control circuit), an arithmetic unit (arithmetic circuit), a cache memory (register), and the like. The memory is a memory device that stores a program and working data, and includes a ROM (Read Only Memory), a RAM (Random Access Memory), a nonvolatile memory, and the like. The contents of the control executed by the electronic control device 1 are recorded and stored in the memory as firmware or an application program. When the program is executed, the contents of the program are expanded in the memory space and executed by the processor.

  Sensors connected to the electronic control unit 1 are illustrated in FIG. The engine speed sensor 21 detects the engine speed, the accelerator opening sensor 22 detects the amount of depression of the accelerator pedal (accelerator opening), and the brake opening sensor 23 detects the amount of depression of the brake pedal (or brake fluid pressure). Is detected. The vehicle speed sensor 24 detects the vehicle speed, and the catalyst temperature sensor 25 detects the catalyst temperature of the catalyst device 17. The shift position sensor 26 detects the operation position (shift position) of the shift lever device, and the paddle shift sensor 27 detects the operation position (paddle position) of the paddle shift device. The battery voltage sensor 29 detects the voltage of the battery 15, and the battery current sensor 28 detects the charge / discharge current of the battery 15. The battery temperature sensor 30 detects the temperature of the battery 15 (for example, the average cell temperature), and the motor rotation speed sensor 31 detects the motor rotation speed. The electronic control device 1 performs regenerative control of the vehicle 10 based on various information detected by these sensors 21 to 31.

  The regenerative control is control for generating a braking force by collecting regenerative electric power generated by the motor 13. When charging of the battery 15 is not restricted, regenerative electric power is charged in the battery 15 and so-called normal regenerative braking is performed. For example, when the charging rate of the battery 15 is less than a predetermined charging rate and the battery temperature is within a predetermined temperature range, normal regenerative braking is performed. On the other hand, when charging of the battery 15 is restricted, a first mode in which the amount of recovered regenerative power is reduced (or not recovered) is selected by the driver, and a second mode in which the regenerative power is consumed by the generator 12. Regenerative control is performed in either mode.

  In the first mode, basically, the engine 11 and the generator 12 are deactivated, and regenerative control is performed by converting the regenerative power into heat energy by the in-circuit resistance. Since the first mode is a mode in which the engine 11 is not operated, fuel consumption is suppressed. However, in the first mode, the regenerative braking force is reduced, and the load of the braking force by the foot brake is increased.

  On the other hand, in the second mode, basically, the firing control for supplying fuel to the engine 11 is performed while driving the generator 12 with regenerative power. In the firing control, the fuel supply amount is adjusted to such an extent that a minimum torque that allows the engine 11 to perform a combustion operation is generated. Further, the magnitude of the output of the generator 12 is controlled so as to bear an assist torque for maintaining the rotational speeds of the engine 11 and the generator 12. Thereby, a desired regenerative braking force can be obtained without affecting the state of charge of the battery 15. However, since the second mode is a mode for operating the engine 11, some fuel consumption is inevitable.

  The driver can select the first mode and the second mode according to the shift position and the paddle position. In the present embodiment, the first mode is selected when the shift position is the D position, and the second mode is selected when the shift position is the B position. The shift lever device is an input device for setting the range (shift speed, shift position) of the transmission 18, and the paddle shift device selectively sets the strength of the regenerative brake from a plurality of stages. It is an input device for doing. The magnitude of the regenerative power generated by the motor 13 is set according to the shift position, paddle position, vehicle speed at that time, brake opening, motor rotation speed, and the like. As a method for setting the regenerative power, a known method can be employed (see, for example, Japanese Patent Laid-Open No. 2014-128075).

  Since the first mode and the second mode can be selected by changing the shift position and the paddle position, for example, the driver switches the shift position between the B position and the D position during traveling on a downhill road. A running state in which the regenerative braking force is adjusted by operation is conceivable. However, if the engine 11 is repeatedly started and stopped by such a switching operation, the exhaust purification component and oxygen are likely to stay in the vicinity of the catalyst device 17, and the excessive temperature rise risk increases.

  Therefore, in the present embodiment, when the firing control is frequently repeated, the motoring control for cooling down the catalyst temperature is performed. This motoring control is a control for cutting off the fuel supply to the engine 11 while driving the generator 12 with the regenerative electric power of the motor 13. However, if the motoring control is continued for a long time, the engine oil in the cylinder is easily sucked into the exhaust passage, and the risk of contamination of the exhaust air-fuel ratio sensor due to oil mist may increase. Therefore, in the present embodiment, the motoring control is performed only after a predetermined time (for example, several seconds to several tens of seconds) elapses after the completion of the firing control.

[2. Control configuration]
The electronic control device 1 (regenerative control device) is provided with a battery determination unit 2, a regenerative power calculation unit 3, a first control unit 4, and a second control unit 5 as elements for performing regenerative control. These elements indicate some functions in the program executed by the electronic control apparatus 1 and are assumed to be realized by software. However, part or all of each function may be realized by hardware (electronic circuit), or may be realized by using software and hardware together.

  The battery determination unit 2 determines the state of the battery 15. Here, the charging rate of the battery 15 is calculated based on the voltage, charging / discharging current, temperature, and the like of the battery 15, and it is determined whether or not charging to the battery 15 is restricted. In the present embodiment, charging is limited when the charging rate is equal to or higher than a predetermined charging rate close to full charging, or the temperature of the battery 15 is not within a predetermined temperature range (operating temperature range).

  The regenerative power calculation unit 3 calculates the amount of regenerative power that can be generated by the motor 13. Here, the regenerative electric energy is calculated based on the accelerator opening, the brake opening, the vehicle speed, the motor rotation speed, the shift position, the paddle position, and the like. When the regenerative power amount has a positive value, the regenerative power calculation unit 3 determines that “the motor 13 is in a traveling state in which regenerative power generation is possible”. For example, when the vehicle 10 is decelerated or coasting, the amount of regenerative power becomes positive, and regenerative power generation is possible. When charging to the battery 15 is not restricted, the regenerative power amount calculated here corresponds to the charging power amount to the battery 15. Further, when charging to the battery 15 is restricted, the regenerative power amount calculated here becomes the target power consumption amount in the generator 12.

  The first control unit 4 performs at least regenerative control (firing control) in the second mode. That is, the first control unit 4 has a function of performing firing control for supplying fuel to the engine 11 while driving the generator 12 with regenerative electric power from the motor 13. In the regenerative control in the second mode, the first control unit 4 calculates the regenerative electric energy of the motor 13 based on the shift position, the paddle position, the vehicle speed, the brake opening degree, the motor rotation speed, and the like. Further, based on the regenerative power amount, a target power consumption amount to be consumed by the generator 12 is calculated, and a target rotation speed of the generator 12 is set.

  The first control unit 4 of the present embodiment also has a function of performing regenerative control in the first mode and normal regenerative braking (control for charging regenerative power to the battery 15). The regeneration control in the first mode and the second mode is performed at the time of regenerative power generation in a state where charging to the battery 15 is restricted. On the other hand, normal regenerative braking is performed during regenerative power generation in a state where charging to the battery 15 is not restricted. The first control unit 4 performs regenerative control in the first mode when the shift position is the D position, and performs regenerative control in the second mode when the shift position is the B position.

The termination conditions for firing control are exemplified below. The first control unit 4 ends the firing control when any of the following conditions 1 to 5 is satisfied. The regeneration state after the end of the firing control is controlled according to the regenerative power generation state in the motor 13 and the state of the battery 15. For example, when the condition 4 is satisfied, the first control unit 4 starts normal regeneration control. Further, when the condition 5 is satisfied, the regeneration control in the first mode is started.
1. 1. It is no longer in a driving state where regenerative power generation is possible. 2. The accelerator opening is greater than or equal to the predetermined opening. The vehicle speed has fallen below the specified speed. 4. The charging restriction on the battery 15 has been lifted. Shift position became D position

The second control unit 5 performs motoring control after the end of the firing control (regeneration control in the second mode) by the first control unit 4. Here, the start condition of the motoring control is at least after the end of the firing control and until a predetermined time (for example, several seconds to several tens of seconds) elapses after the completion of the firing control. It is said. Alternatively, in addition to the above conditions, the motoring control may be started when any of the sub-conditions 6 to 11 listed below is satisfied.
6). 6. The number of executions of firing control within the predetermined time in the past is equal to or greater than the predetermined number. The time integral value of the accelerator opening within the past predetermined time is greater than or equal to the predetermined value. 8. The average catalyst temperature in the past predetermined time is equal to or higher than the predetermined temperature. 10. The last execution time of the firing control is less than a predetermined time. 10. The time integral value of the accelerator opening in the immediately preceding firing control is a predetermined value or more. Maximum catalyst temperature in the last firing control is higher than the specified temperature

The implementation period of motoring control is set to at least the length of the predetermined time or less. In addition to this condition, an implementation period that considers any of the following (conditions 12 to 17) may be set, or may be a fixed value set in advance.
12 12. Time according to the amount of regenerative power generation within the past predetermined time. 13. Time corresponding to the average charging rate of the battery within the past predetermined time 14. Time corresponding to the average catalyst temperature in the past predetermined time Time corresponding to the amount of regenerative power generated in the last firing control 16. 16. Time according to the battery charge rate in the last firing control Time according to the catalyst temperature in the last firing control

The target rotational speeds of the engine 11 and the generator 12 in the motoring control are preferably set based on any of the following (conditions 18 to 22). When the regenerative braking force is made constant during the transition from the firing control to the motoring control, the same speed as that in the immediately preceding firing control is maintained without changing the rotational speed of the generator 12. Is preferred.
18. Pre-set predetermined rotational speed 19. Rotational speed according to the amount of regenerative power at that time 20. Rotational speed according to the catalyst temperature at that time 21. The same rotational speed as the previous firing control. Rotational speed according to the amount of regenerative power generated in the last firing control

  Further, in the motoring control of the present embodiment, the throttle opening is controlled in a state where the fuel supply to the engine 11 is stopped. The magnitude of the throttle opening is determined based on the balance between the regenerative braking force required for the vehicle 10 and the excessive temperature rise risk (catalyst temperature) of the catalyst device 17. For example, if the throttle opening is opened, the intake resistance of the engine 11 decreases and the load (resistance force) on the generator 12 decreases. On the other hand, the flow rate of air supplied from the engine 11 to the catalyst device 17 increases, and the rate of decrease in the catalyst temperature increases. On the contrary, if the throttle opening is reduced, the load on the generator 12 is increased, and the catalyst temperature is slightly lowered. Therefore, if you want to increase the regenerative braking force, set the throttle opening to a smaller value than during firing control, and if you want to reduce the catalyst temperature quickly, set the throttle opening to a larger value than during firing control. do it. In this embodiment, it is assumed that the throttle opening is controlled according to the amount of regenerative power generation at that time.

[3. flowchart]
FIG. 2 is a flowchart (main flow) illustrating a rough procedure of regenerative control, and FIG. 3 is a flowchart (subflow) illustrating procedures of firing control and motoring control that are regenerative control in the second mode. It is. In the main flow shown in FIG. 2, various information detected by the sensors 21 to 31 is input to the electronic control device 1 (step A1). When the regenerative power calculation unit 3 determines that the motor 13 is in a traveling state in which regenerative power generation is possible, the battery determination unit 2 determines whether charging to the battery 15 is restricted. (Steps A2, A4). Here, if charging to the battery 15 is not restricted, normal regenerative braking is performed in the first control unit 4 (step A5). Further, if the driving state is not capable of regenerative power generation, this flow ends without performing regenerative control (step A3).

  When regenerative power generation is possible with the charging of the battery 15 restricted, the first control unit 4 determines whether or not the shift position is the B position (step A6). Regeneration control (firing control) in the mode is performed (step A8), and N + 1 is assigned to the counter N representing the number of times of performing the fire control (step A9), and then the process proceeds to the sub-flow. . On the other hand, when the shift position is the D position, the regeneration control in the first mode is performed (step A7).

  In the sub-flow, various types of information detected by the sensors 21 to 31 are input to the electronic control device 1 (step B1), the regenerative power generation amount of the motor 13 is calculated and consumed by the generator 12 in the first control unit 4. A target power consumption to be calculated is calculated (step B2). Further, the second control unit 5 sets the execution period and the target rotational speed of the motoring control that may be performed after the firing control (step B3). At this time, there is a possibility that the motoring control is not yet started. However, since the motoring control is started immediately after the completion of the firing control when the condition is satisfied, it is preferable to calculate the execution period of the motoring control and the target rotational speed in advance. Thereafter, in step B4, the first control unit 4 performs the firing control.

In step B5, it is determined whether or not the firing control end condition is satisfied. When this condition is satisfied, if the counter N indicating the number of times of performing the firing control is less than the predetermined number N _TH , it is determined that the overheating temperature risk of the catalyst device 17 is relatively low, and the firing control is terminated. At that time, the control shifts to the main flow, and the motoring control is not started. On the other hand, if the counter N is equal to or greater than a predetermined number of times N _TH, with excessive temperature rise risk of the catalyst device 17 is determined to be relatively high, following the firing control, motoring control in the second control unit 5 is performed (Steps B6 and B7).

  Thereby, the catalyst temperature is cooled down, and the risk of overheating of the catalyst device 17 is reduced. At this time, the rotational speeds of the engine 11 and the generator 12 are controlled so as to coincide with the target rotational speed set in step B3. Thereafter, when the motoring control execution period set in step B3 has elapsed (step B8), the motoring control ends, and after the value of the counter N is reset to 0, the control shifts to the main flow (step B9).

[4. Action, effect]
Assume that the operation of switching the shift position between the B position and the D position is repeated as shown in FIG. 4A during regenerative power generation of the motor 13 in which charging of the battery 15 is restricted. In the first control unit 4, the regeneration control in the first mode and the regeneration control (firing control) in the second mode are repeated. Thereby, starting and stopping of the engine 11 are repeated, and the excessive temperature rise risk of the catalyst device 17 may increase.

On the other hand, each time the firing control is performed, the first control unit 4 adds a value of a counter N that represents the number of times the firing control is performed. Further, as shown in FIG. 4C, when the counter N becomes _{equal to} or greater than the predetermined number _NTH , the motoring control is performed after the completion of the firing control. As shown in FIG. 4D, the motoring control is performed immediately after the completion of the firing control and before the engine rotation speed is reduced to zero. At this time, the execution period of the motoring control is continued at least until a predetermined time elapses after the motoring control is completed. Thereby, the catalyst temperature of the catalyst device 17 is lowered, and the risk of excessive temperature rise is reduced. Further, the target rotational speeds of the engine 11 and the generator 12 in the motoring control are maintained at the same rotational speed as that in the immediately preceding firing control, for example, as indicated by the solid line in FIG. As a result, the regenerative braking force is constant from the firing control to the motoring control.

  When the motoring control is completed, the engine 11 and the generator 12 are deactivated, and the regeneration control in the first mode is continued. Thus, by providing the upper limit value for the duration of the motoring control, an increase in the catalyst contamination risk due to the oil mist is avoided, and an increase in the contamination risk of the exhaust air-fuel ratio sensor is avoided. Thereafter, when the shift position is operated again from the D position to the B position, regeneration control (firing control) in the second mode is started and the value of the counter N is added. Therefore, every time the number of repetitions of the firing control increases, the motoring control after the completion of the firing control is performed, and the increase in the excessive temperature rise risk of the catalyst device 17 is continuously suppressed.

  (1) In the above-described embodiment, when the regenerative power in a state where charging to the battery 15 is restricted is consumed, the driving force assist is performed by the generator 12 while fuel is supplied to the engine 11. Yes. In this way, basically, by performing the firing that does not idle the engine 11, it is possible to avoid an increase in the contamination risk associated with the consumption of regenerative power. Further, by performing the motoring control after the completion of the firing control, a cool-down period for reducing the catalyst temperature can be provided. Thereby, the excessive temperature rise of the catalyst apparatus 17 can be suppressed. In particular, compared to the case where the engine 11 and the generator 12 are immediately stopped immediately after the end of the firing control, the risk of overheating of the catalyst device 17 can be greatly reduced. In addition, since the upper limit value is set during the execution period of the motoring control, the contamination risk does not increase extremely. Therefore, both the contamination and deterioration of the exhaust system of the engine 11 can be suppressed.

  (2) In the above-described embodiment, the rotational speed of the generator 12 increases as the regenerative power generation amount of the motor 13 increases, and the temperature of the catalyst device 17 during the firing control can be easily increased. On the other hand, it is possible to appropriately set the cool-down period by controlling the execution period of the motoring control according to the regenerative power generation amount. For example, by extending the motoring control period as the amount of regenerative power generation increases, it is possible to provide a cool-down period with a length commensurate with the excessive temperature increase risk, and to increase the excessive temperature increase risk of the catalyst device 17. It can suppress more reliably.

(3) By controlling the duration of the motoring control according to the charging rate of the battery 15, it is possible to suppress overheating of the catalyst device 17 while suppressing overcharging of the battery 15. Note that if the charging rate of the battery 15 is low, it is considered that the time until the next firing control is relatively long, and therefore the overheating risk can be estimated relatively small. On the other hand, if the charging rate of the battery 15 is high, it is considered that the time until the next firing control is relatively short, so that the excessive temperature rise risk is considered relatively high. In such a case, the catalyst temperature can be lowered in advance by setting the motoring control period to be longer, so that it is possible to more reliably suppress an increase in overheating risk. it can.
(4) By controlling the duration of the motoring control according to the exhaust catalyst temperature that can directly affect the magnitude of the risk of overheating, it is possible to accurately suppress the increase in overheating risk. it can.

(5) When determining the conditions for starting the motoring control, by counting the number of times the firing control is performed, it is possible to suppress the occurrence of excessive temperature rise with a simple calculation configuration. In addition, for example, since it is possible to grasp the timing at which motoring control should be performed without an exhaust temperature sensor or a catalyst temperature sensor, the configuration of the apparatus can be simplified, and the above regeneration control can be performed for all types of vehicles and vehicles. It becomes possible to implement, and versatility and portability of control can be improved.
(6) When determining the conditions for starting motoring control, by referring to the change history of the accelerator opening, motoring control considering the frequency of acceleration / deceleration of the vehicle 10 becomes possible, and excessive temperature rise Can be more efficiently suppressed. Further, the apparatus configuration can be simplified, and the versatility and portability of control can be further improved.

(7) When setting the target rotational speeds of the engine 11 and the generator 12 in the motoring control, the regenerative braking force can be made constant by maintaining the same speed as that in the immediately preceding firing control. Therefore, deceleration shock does not occur at the time of transition from firing control to motoring control, and drive feeling can be improved.
(8) In the motoring control described above, the throttle opening is controlled in accordance with the amount of regenerative power generation while the fuel supply to the engine 11 is stopped. Thereby, the flow rate of the air supplied from the engine 11 to the catalyst device 17 and the load on the generator 12 can be adjusted. For example, the regenerative braking force can be increased by setting the throttle opening smaller than that at the time of firing control. Further, by setting the throttle opening larger than that at the time of firing control, the catalyst temperature can be quickly reduced. Thus, both the cooling rate of the catalyst device 17 and the regenerative braking force can be controlled.

[5. Modified example]
In the above-described embodiment, the hybrid vehicle 10 in which three types of travel modes, EV mode, series mode, and parallel mode, are illustrated, but the type of travel mode is not limited. As long as the vehicle 10 can at least consume the regenerative power of the motor 13 to the generator 12 connected to the engine 11, the regenerative control similar to the above-described embodiment can be performed, and the same as the above-described embodiment. The effect of this will be achieved.

  In the above-described embodiment, the electronic control device 1 includes the battery determination unit 2 and the regenerative power calculation unit 3, but these functions may be included in the first control unit 4. In addition, a battery ECU (battery electronic control device) that manages the state of the battery 15 is mounted on the vehicle 10, a HEV-ECU (hybrid vehicle electronic control device) that manages the states of the generator 12 and the motor 13, and the like. If it is mounted, information acquired by those ECUs may be input to the electronic control unit 1. In this case, the battery determination unit 2 and the regenerative power calculation unit 3 can be omitted. By providing at least the first control unit 4 and the second control unit 5, the same effects as those of the above-described embodiment can be obtained.

1 Electronic control device (regenerative control device)
2 battery determination unit 3 regenerative power calculation unit 4 first control unit 5 second control unit 10 vehicle 11 engine 12 generator (second motor)
13 Motor (first motor)
14 Clutch 15 Battery 16 Drive wheel 17 Catalytic device 18 Transmission 21 Engine rotation speed sensor 22 Accelerator opening sensor 23 Brake opening sensor 24 Vehicle speed sensor 25 Catalyst temperature sensor 26 Shift position sensor 27 Paddle shift sensor 28 Battery current sensor 29 Battery voltage Sensor 30 Battery temperature sensor 31 Motor rotation speed sensor

Claims (8)

In a regeneration control device for a hybrid vehicle comprising an engine, a first motor, and a second motor coupled to the engine,
A first control unit that performs a firing control for supplying fuel to the engine while driving the second motor with regenerative electric power of the first motor;
And a second control unit for performing motoring control for cutting off fuel supply to the engine while driving the second motor with regenerative electric power of the first motor after completion of the firing control. Regenerative control device. The regenerative control device according to claim 1, wherein the second control unit controls an execution period of the motoring control according to a regenerative power generation amount of the first motor. The said 2nd control part controls the implementation period of the said motoring control according to the charging rate of the battery connected to said 1st motor and said 2nd motor, The said 1 or 2 characterized by the above-mentioned. Regenerative control device. The regeneration control apparatus according to any one of claims 1 to 3, wherein the second control unit controls an execution period of the motoring control in accordance with an exhaust catalyst temperature of the engine. 5. The regenerative control according to claim 1, wherein the second control unit performs the motoring control according to the number of times the firing control is performed within a predetermined time. apparatus. The regenerative control device according to any one of claims 1 to 5, wherein the second control unit performs the motoring control in accordance with a change history of an accelerator opening within a predetermined time. . The second control unit controls the rotation speed of the second motor at the time of the motoring control at the same speed as the rotation speed at the time of the previous firing control. The regeneration control apparatus according to any one of claims. The said 2nd control part controls the throttle opening during implementation of the said motoring according to the regenerative electric power generation amount of a said 1st motor, The any one of Claims 1-7 characterized by the above-mentioned. Regenerative control device.

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