JP2017132300A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately estimate an accumulation amount of particulate substances while suppressing the deterioration of fuel economy.SOLUTION: A PM accumulation amount Qpm is estimated on the basis of an operation state of an engine by using an operation state resultant method (S110), and when the PM accumulation amount Qpm which is estimated by the operation state resultant method reaches a threshold Qref or larger (S120), a target power accumulation ratio SOC* is set at a value S2 which is smaller than a value S1 at a normal time, and a power accumulation ratio SOC of a battery 50 is lowered (S130 to S150). After that, an engine is operated at a high load (S170), and the PM accumulation amount Qpm is estimated by a differential pressure method (S190). By this constitution, the deterioration of fuel economy can be suppressed compared with the case that the differential pressure method is performed at each trip. Furthermore, on and after the PM accumulation amount Qpm which is estimated by the operation state resultant method reaches the threshold Qref or larger, the PM accumulation amount Qpm can be estimated at high accuracy.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine having a particulate matter removal filter in an exhaust system.

  Conventionally, in this type of hybrid vehicle, in a vehicle in which a diesel particulate filter (DPF: particulate matter removal filter) unit is attached to the exhaust pipe of an engine, two types of particulate matter deposits are deposited on the DPF unit. What is estimated by estimation processing has been proposed (see, for example, Patent Document 1). The first estimation process is a process for estimating the amount of particulate matter deposited on the DPF unit based on the differential pressure across the DPF unit in the exhaust pipe. The second estimation process is based on engine operating conditions. This is a process for estimating the amount of particulate matter deposited on the DPF unit based on this. The accuracy of the accumulation amount is higher in the first estimation process than in the second estimation process, but the first estimation process requires the engine to be operated to a certain high load, so the accumulation amount is estimated by the first estimation process. Tend to be less frequent. For this reason, when the frequency of estimating the deposition amount by the first estimation process falls below the correction request frequency, the deposition amount estimated by the second estimation process is increased and corrected, and the estimated value of the deposition amount is compared with the actual value. To suppress the deviation to the minus side.

JP 2014-2222028 A

  As described above, in order to accurately estimate the amount of particulate matter deposited on the particulate matter removal filter, it is preferable to frequently employ the first estimation process based on the differential pressure before and after the filter. When the first estimation process is frequently employed, it is necessary to frequently operate the engine at a high load, so that it is necessary to intentionally frequently decrease the power storage ratio of the battery, and the fuel consumption is deteriorated.

  The main purpose of the hybrid vehicle of the present invention is to accurately estimate the amount of particulate matter deposited while suppressing deterioration in fuel consumption.

  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 having a particulate matter removal filter for removing particulate matter in an exhaust system;
A motor that outputs driving power;
A generator capable of generating electricity using power from the engine;
A battery that exchanges power with the motor and the generator;
First accumulation amount estimation means for estimating the amount of particulate matter deposited on the particulate matter removal filter based on the operating state of the engine;
The engine, the motor, and the generator are controlled so that the vehicle travels with the required torque requested by the driver and the storage ratio of the battery becomes the target storage ratio or falls within a predetermined range including the target storage ratio. Drive control means for executing normal time control;
A hybrid vehicle comprising:
The drive control unit sets a value smaller than a normal value that is less than the threshold when the accumulation amount estimated by the first accumulation amount estimation unit reaches or exceeds a threshold value, as the target power storage ratio. A means for controlling the engine, the motor, and the generator, and then executing the normal control by setting the normal value to the target power storage ratio.
Further, based on the pressure difference between the pressure on the upstream side of the particulate matter removal filter in the exhaust system and the atmospheric pressure when the normal control is executed after the deposition control is executed by the drive control means. A second accumulation amount estimating means for estimating an accumulation amount of the particulate matter deposited on the particulate matter removal filter;
It is characterized by that.

  In the hybrid vehicle of the present invention, the engine, the motor, and the generator are driven so as to travel at the required torque requested by the driver and the storage ratio of the battery becomes the target storage ratio or within a predetermined range including the target storage ratio. Normal time control for controlling the above is executed. While such normal control is being performed, the first accumulation amount estimation means accumulates the particulate matter deposited on the particulate matter removal filter of the engine exhaust system based on the operating state of the engine. Estimate the amount. Here, as the “engine operating state”, the engine speed, load factor, cooling water temperature, and the like can be increased. When the accumulation amount estimated by the first accumulation amount estimation means reaches a threshold value or more, first, a value smaller than the normal value where the accumulation amount is less than the threshold value is set as the target power storage ratio, and the engine, motor, generator, Control during deposition is performed. Such accumulation-time control reduces the storage ratio of the battery. Thereafter, the normal value control is executed by setting the target power storage ratio as the normal value. In this case, since the charge ratio of the battery is requested because the battery storage ratio is small, the engine is operated at a relatively high load. Here, the “threshold value” is preferably a small value with a certain margin, although it is close to the amount of accumulation determined to require regeneration of the particulate matter removal filter. After the control at the time of deposition is executed, when the control at the normal time is executed, the particulate matter removal filter is deposited based on the pressure difference between the pressure upstream of the particulate matter removal filter in the exhaust system and the atmospheric pressure. The amount of particulate matter deposited is estimated (hereinafter, this estimation method is referred to as a differential pressure method). At this time, the accumulation amount of the particulate matter may be estimated in a state where the engine is operated at a relatively high load in response to a request for charging the battery. The amount of deposition may be estimated. In this way, only when the accumulation amount estimated by the first accumulation amount estimation means reaches the threshold value or more, the accumulation amount is estimated using the differential pressure method by reducing the storage ratio of the battery. Compared to the case where the accumulation amount is estimated using the differential pressure method by reducing the power storage ratio, it is possible to suppress the deterioration of fuel consumption. Of course, since the amount of deposition is estimated using the differential pressure method, the amount of particulate matter deposited on the particulate matter removal filter can be accurately estimated. As a result, it is possible to accurately estimate the amount of particulate matter deposited while suppressing deterioration in fuel consumption. The deposition amount estimated by the differential pressure method can be used as the deposition amount at that time in the estimation of the deposition amount by the first deposition amount estimation means.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart illustrating an example of a PM accumulation amount estimation processing routine executed by an engine ECU 24. It is explanatory drawing which shows the time change of PM deposition amount Qpm in an Example and a comparative example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70, as shown. .

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. Operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24. An exhaust purification system 23 and a particulate matter removal filter (hereinafter referred to as PM filter) 25 are attached to the exhaust system of the engine 22. The exhaust purification device 23 is filled with a catalyst 23a that removes unburned fuel and nitrogen oxides in the exhaust. The PM filter 25 is formed as a porous filter from ceramics, stainless steel, or the like, and supplements particulate matter (PM) such as soot.

  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. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. The signals from the various sensors include, for example, a crank position from a crank position sensor (not shown) that detects the rotational position of the crankshaft 26, a cooling water temperature Tw from a water temperature sensor (not shown) that detects the temperature of cooling water of the engine 22 and the like. Can be mentioned. Further, a throttle opening TH from a throttle valve position sensor (not shown) for detecting the throttle valve position, an intake air amount Qa from an air flow meter (not shown) attached to the intake pipe, and a temperature sensor (not shown) attached to the intake pipe. The intake air temperature Ta can also be mentioned. Further, the differential pressure ΔP from the differential pressure sensor 25a that detects the differential pressure between the atmospheric pressure attached to the upstream side of the PM filter 25 of the exhaust system and the exhaust pressure can also be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. Examples of the various control signals include a drive signal to the fuel injection valve, a drive signal to the throttle motor that adjusts the position of the throttle valve, and a control signal to the ignition coil integrated with the igniter. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 controls the operation of the engine 22 by a control signal from the HVECU 70. Further, the engine ECU 24 outputs data relating to the operating state of the engine 22 to the HVECU 70 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 angle θcr. Further, the engine ECU 24 determines the volume efficiency (the volume of air actually sucked in one cycle with respect to the stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter and the rotational speed Ne of the engine 22. The ratio KL is also calculated.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as a well-known synchronous generator motor including a rotor in which permanent magnets are embedded and a stator in which a three-phase coil is wound, and the rotor is connected to the sun gear of the planetary gear 30 as described above. Has been. The motor MG2 is configured as a synchronous generator motor similar to the motor MG1, and the rotor is connected to the drive shaft 36. Motors MG1 and MG2 are driven by controlling inverters 41 and 42 by motor ECU 40. The inverters 41 and 42 are connected to a power line 54 to which the battery 50 is connected. The inverters 41 and 42 are configured as well-known inverters including six transistors and six diodes. Since the inverters 41 and 42 share the power line 54, the power generated by either the motor MG1 or MG2 can be supplied to another motor.

  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. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. As signals from the various sensors, for example, rotational positions θm1 and θm2 from a rotational position detection sensor (not shown) that detects the rotational positions of the rotors of the motors MG1 and MG2, and currents flowing through the phases of the motors MG1 and MG2 are detected. Phase voltage from the current sensor, voltage VL of the capacitor 46 (power line 54) from a voltage sensor (not shown) attached between the terminals of the capacitor 46, and the like. From the motor ECU 40, switching control signals to the transistors of the inverters 41 and 42 for driving and controlling the motors MG1 and MG2 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70. In addition, motor ECU 40 outputs data relating to the driving state of motors MG1 and MG2 to HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and exchanges electric power with the motors MG1 and MG2 via the inverters 41 and 42. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52.

  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. . A signal necessary for managing the battery 50 is input to the battery ECU 52 via the input port, and data regarding the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. As a signal input via the input port, for example, the voltage Vb between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50 or the power line 54 connected to the output terminal of the battery 50 is attached. Examples thereof include a charge / discharge current Ib from a current sensor (not shown), a battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like. Further, the battery ECU 52 calculates the storage ratio SOC and input / output limits Win and Wout in order to manage the battery 50. The storage ratio SOC is a ratio of the capacity of electric power that can be discharged from the battery 50 to the total capacity, and is calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor. The input / output limits Win and Wout are the maximum allowable power that may charge and discharge the battery 50, and are calculated based on the calculated storage ratio SOC and the battery temperature Tb.

  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. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signals from the various sensors include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. 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. The HVECU 70 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 of the embodiment configured in this way is in a hybrid travel mode (HV travel mode) that travels with the operation of the engine 22 or in an electric travel mode (EV travel mode) that travels while the operation of the engine 22 is stopped. Run.

  When traveling in the HV traveling mode, the HVECU 70 is first requested for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (should be output to the drive shaft 36). ) Set the required torque Tr *. Subsequently, the set power demand Tr * is multiplied by the rotational speed Nr of the drive shaft 36 to calculate the travel power Pdrv * required for travel. Here, as the rotation speed Nr of the drive shaft 36, a rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used. Then, the required power Pe * required for the vehicle is set by subtracting the charge / discharge required power Pb * of the battery 50 (a positive value when discharging from the battery 50) from the calculated traveling power Pdrv *. Here, the charge / discharge required power Pb * is set so that the absolute value of the difference ΔSOC becomes smaller based on the difference ΔSOC between the storage ratio SOC of the battery 50 and the target ratio SOC *. Next, the target engine speed Ne *, the target torque Te *, and the torques of the motors MG1 and MG2 are output so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. Commands Tm1 * and Tm2 * are set. The target engine speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. Motor ECU 40 performs switching control of each transistor of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  During travel in the EV travel mode, the HVECU 70 first sets the required torque Tr * based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1. Then, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 controls the inverters 41 and 42 as described above.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when estimating the amount of particulate matter (PM) deposited on the PM filter 25 (hereinafter referred to as PM deposition amount). explain. FIG. 2 is a flowchart showing an example of a PM accumulation amount estimation processing routine executed by the engine ECU 24. This routine is repeatedly executed every time a predetermined time (for example, 1 second or 10 seconds) elapses after the routine ends.

  When the PM accumulation amount estimation processing routine is executed, the engine ECU 24 first executes a process of inputting data such as the rotational speed Ne of the engine 22, the volumetric efficiency KL, and a cooling water temperature Tw from a water temperature sensor (not shown) ( Step S100). As the rotational speed Ne of the engine 22, a value calculated based on the crank angle θcr can be input. The volumetric efficiency KL can be calculated based on the intake air amount Qa and the rotational speed Ne of the engine 22.

  Subsequently, the PM accumulation amount Qpm is estimated based on the operating state of the engine 22 such as the input engine speed Ne, volumetric efficiency KL, and cooling water temperature Tw (step S110). In this estimation method (operation state cause method), the relationship between the rotational speed Ne of the engine 22, the volumetric efficiency KL, the cooling water temperature Tw, and the increase amount ΔQ that increases the accumulation amount is obtained in advance by experiments and stored as a map. Then, a corresponding increase amount ΔQ is derived from the map based on the rotational speed Ne of the engine 22, the volumetric efficiency KL, and the cooling water temperature Tw, and a value obtained by adding the increase amount ΔQ to the PM accumulation amount Qpm at that time is newly PM accumulation. The PM deposition amount Qpm is estimated by setting the amount Qpm.

  When the PM accumulation amount Qpm is thus estimated by the operation state cause method, it is determined whether or not the estimated PM accumulation amount Qpm has reached or exceeded the threshold value Qref (step S120). Here, in the embodiment, the threshold value Qref is a small value with a margin (for example, 80% or 90% of the PM deposition amount Qmax) in the vicinity of the PM deposition amount Qmax that is determined to require regeneration of the PM filter 25. Value). When the estimated PM accumulation amount Qpm is less than the threshold value Qref, this routine is terminated without estimating the PM accumulation amount Qpm by the differential pressure method. In this case, the PM accumulation amount Qpm according to the operation state method is used as the estimated value.

  When it is determined that the PM accumulation amount Qpm has reached or exceeded the threshold value Qref, the target power storage rate SOC * is set to a value S2 smaller than the normal value S1 (step S130), and the process waits until the power storage rate SOC becomes less than the threshold value Sref (step S130). Steps S140 and S150). Here, the value S1 can be 40%, 50%, 60%, or the like, and the value S2 can be a value that is about 10% or 15% smaller than the value S1. As the threshold value Sref, in the embodiment, the storage rate SOC in which the charge / discharge required power Pb * of about the input limit Win of the battery 50 is set when the normal value S1 is set in the target storage rate SOC * is used. .

  When the storage rate SOC reaches less than the threshold value Sref, the target storage rate SOC * is set to the normal value S1 (step S160), and the engine 22 is operated at a high load (step S170). Then, the differential pressure ΔP from the differential pressure sensor 25a is input (step S180), the PM accumulation amount Qpm is estimated based on the differential pressure method (step S190), and this routine ends. The estimation of the PM accumulation amount Qpm based on the differential pressure method is performed by preliminarily obtaining the relationship between the differential pressure ΔP and the PM accumulation amount Qpm when the engine 22 is operating at a high load by experiments or the like and storing it as a map. This can be done by deriving the corresponding PM deposition amount Qpm from the map based on ΔP. Note that the PM accumulation amount Qpm estimated by the differential pressure method is used for the operation state cause method thereafter.

  FIG. 3 is an explanatory diagram showing the time change of the PM deposition amount Qpm in the example and the comparative example. In the embodiment, the PM deposition amount Qpm is estimated by the driving state method during the trip when the hybrid vehicle 20 is activated. Then, the differential pressure method is executed at time T1 when the PM deposition amount Qpm according to the operation state cause method reaches the threshold value Qref, and the PM deposition amount Qpm is estimated. Therefore, until the PM accumulation amount Qpm according to the operation state cause method reaches the threshold value Qref, the storage ratio SOC of the battery 50 is decreased in order to execute the differential pressure method, or the high load operation of the engine 22 is executed by executing the differential pressure method. Not. On the other hand, in the comparative example, the differential pressure method is executed for each trip when the hybrid vehicle 20 is activated to estimate the PM accumulation amount Qpm. For this reason, in order to execute the differential pressure method for each trip, the power storage ratio SOC of the battery 50 is reduced, and the high load operation of the engine 22 is executed by executing the differential pressure method. Therefore, in the embodiment, it is possible to suppress the deterioration of fuel consumption as compared with the comparative example, and it is possible to estimate the PM accumulation amount Qpm with high accuracy at the time T1 as in the comparative example.

  In the hybrid vehicle 20 of the embodiment described above, the PM accumulation amount Qpm is estimated based on the operation state of the engine 22 by the operation state cause method, and the PM accumulation amount Qpm estimated by the operation state cause method reaches the threshold value Qref or more. The target power storage rate SOC * is set to a value S2 smaller than the normal value S1, and the power storage rate SOC of the battery 50 is lowered. Thereafter, the engine 22 is operated at a high load, and the PM accumulation amount Qpm is estimated based on the differential pressure ΔP between the pressure upstream of the PM filter 25 and the atmospheric pressure by the differential pressure method. Thereby, in order to execute the differential pressure method for each trip, the deterioration of fuel consumption can be suppressed as compared with the case where the accumulation ratio SOC of the battery 50 is decreased and the PM accumulation amount Qpm is estimated by the differential pressure method. In addition, after the PM deposition amount Qpm estimated by the operation state cause method reaches the threshold value Qref or more, the PM deposition amount Qpm can be estimated with high accuracy as in the comparative example. As a result, it is possible to accurately estimate the amount of particulate matter deposited while suppressing deterioration in fuel consumption.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is operated at a high load when the PM accumulation amount Qpm is estimated by the differential pressure method. However, the charge power required for the charge / discharge Pb * is approximately equal to the input limit Win of the battery 50. Since the engine 22 is operated at a relatively high load, the engine 22 may not be intentionally operated at a high load.

  In the embodiment, the present invention is applied to the hybrid vehicle 20 in which the engine 22 and the two motors MG1, MG2 are connected to the planetary gear 30. However, the engine, the motor that outputs power for traveling, and the engine The present invention can be applied to a hybrid vehicle having any configuration as long as the hybrid vehicle includes a generator capable of generating power using the power of

  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 PM filter 25 corresponds to a “particulate matter removal filter”, the engine 22 corresponds to an “engine”, the motor MG2 corresponds to a “motor”, the motor MG1 corresponds to a “generator”, The battery 50 corresponds to “battery”, the engine ECU 24 that executes step S110 of the PM accumulation amount estimation processing routine of FIG. 2 corresponds to “first accumulation amount estimation means”, and the HVECU 70, the engine ECU 24, the motor ECU 40, and the battery ECU 52. Corresponds to “drive control means”, and the engine ECU 24 that executes step S190 of the PM accumulation amount estimation processing routine of FIG. 2 corresponds to “second accumulation amount estimation 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 can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 engine, 23 exhaust purification device, 23a catalyst, 24 engine electronic control unit (engine ECU), 25 particulate matter removal filter (PM filter), 25a differential pressure sensor, 26 crankshaft, 30 planetary gear, 36 Drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 46 capacitor, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 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 Kipedaru, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

An engine having a particulate matter removal filter for removing particulate matter in an exhaust system;
A motor that outputs driving power;
A generator capable of generating electricity using power from the engine;
A battery that exchanges power with the motor and the generator;
First accumulation amount estimation means for estimating the amount of particulate matter deposited on the particulate matter removal filter based on the operating state of the engine;
The engine, the motor, and the generator are controlled so that the vehicle travels with the required torque requested by the driver and the storage ratio of the battery becomes the target storage ratio or falls within a predetermined range including the target storage ratio. Drive control means for executing normal time control;
A hybrid vehicle comprising:
The drive control unit sets a value smaller than a normal value that is less than the threshold when the accumulation amount estimated by the first accumulation amount estimation unit reaches or exceeds a threshold value, as the target power storage ratio. A means for controlling the engine, the motor, and the generator, and then executing the normal control by setting the normal value to the target power storage ratio.
Further, based on the pressure difference between the pressure on the upstream side of the particulate matter removal filter in the exhaust system and the atmospheric pressure when the normal control is executed after the deposition control is executed by the drive control means. A second accumulation amount estimating means for estimating an accumulation amount of the particulate matter deposited on the particulate matter removal filter;
A hybrid vehicle characterized by that.

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