JP2018100035A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle which sufficiently activates a catalyst for cleaning exhaust from an engine in order to prepare for starting of the engine caused by increase of requested traveling power.SOLUTION: A hybrid vehicle comprises a communication device configured to be communicable with a cloud server and a control device configured to start an engine when requested travel power exceeds a starting threshold value while the engine is stopped. The control device calculates a traveling load of a planned travel route of the own vehicle by using travel information of a plurality of vehicles aggregated in the cloud server. When the calculated travel load is greater than a reference value and the requested travel power is not greater than a predetermined value, the control device executes first catalyst warm-up control under which a catalyst is preheated. When the calculated travel load is greater than the reference value and the requested travel power is greater than the predetermined value, the control device executes second catalyst warm-up control under which the temperature of the catalyst is raised up to an active temperature level.SELECTED DRAWING: Figure 5

Description

  The present disclosure relates to a hybrid vehicle configured to be able to communicate with an external server, and more particularly, to control for warming up a catalyst that purifies exhaust of an engine mounted on the hybrid vehicle.

  Japanese Patent Laying-Open No. 2006-166002 (Patent Document 1) discloses a hybrid vehicle that can travel using the power of at least one of an engine and a motor. In this hybrid vehicle, while the engine is stopped, the engine is started when the SOC (State Of Charge) of the battery that stores electric power for driving the motor becomes less than the lower limit. Further, in this hybrid vehicle, when the SOC of the battery becomes less than a predetermined value that is greater than the lower limit value, the exhaust of the engine is purified in preparation for the SOC being reduced to less than the lower limit value and starting the engine. Catalyst warm-up control is performed in which the catalyst is pre-warmed and activated.

JP, 2006-166002, A

  Generally, in a hybrid vehicle, even if the SOC of the battery does not fall below a lower limit value, if the user's required travel power exceeds the engine start threshold, the engine Can be started.

  Since the decrease rate of the SOC is relatively gradual, it takes a certain amount of time from when the SOC decreases below the predetermined value to when it decreases below the lower limit value (lower limit value <predetermined value). Therefore, by performing the catalyst warm-up control at the timing when the SOC has decreased below the predetermined value, it is possible to sufficiently activate the catalyst until the SOC is decreased below the lower limit value and the engine is started. .

  On the other hand, in addition to being able to increase rapidly by the user's accelerator operation, the required travel power can greatly depend on the travel load on the travel route of the vehicle. Therefore, it is difficult to accurately predict when the required travel power will exceed the engine start threshold in the future only from the travel information of the host vehicle. Therefore, when the engine is started due to an increase in the required travel power, it is difficult to execute the catalyst warm-up control at an appropriate timing, and the catalyst cannot be sufficiently activated before starting the engine. There is concern.

  The present disclosure has been made to solve the above-described problem, and its purpose is to sufficiently activate a catalyst in preparation for an engine being started due to an increase in required traveling power. It is.

  The hybrid vehicle according to the present disclosure can travel using the power of at least one of the engine and the rotating electrical machine. The hybrid vehicle includes a communication device configured to be able to communicate with a server configured to be able to aggregate traveling information of a plurality of vehicles, and an engine when a required traveling power exceeds a start threshold value while the engine is stopped. And a control device configured to start. When the first condition is satisfied and the second condition is not satisfied, the control device executes first warm-up control for warming up the catalyst that purifies the exhaust of the engine. When the first condition is satisfied and the second condition is satisfied, the control device executes a second warm-up control for warming up the catalyst so that the catalyst is more activated than the first warm-up control. . The first condition is a condition that the traveling load of the planned traveling route of the hybrid vehicle calculated using the traveling information collected in the server is larger than the reference value. The second condition is a condition that the required traveling power exceeds a predetermined value that is smaller than the starting threshold value.

  According to the above configuration, the travel load of the planned travel route of the hybrid vehicle (own vehicle) is calculated using the travel information (for example, travel load history) of the plurality of vehicles collected in the server. Therefore, the travel load on the planned travel route of the host vehicle can be calculated with higher accuracy than when the travel load on the planned travel route of the host vehicle is calculated using only the travel information of the own vehicle. When the calculated traveling load is larger than the reference value (when the first condition is satisfied), it is assumed that there is a high possibility that the required traveling power exceeds the starting threshold value. The first warm-up control is executed at an early stage from the stage where the required travel power does not exceed the predetermined value (the second condition is not satisfied), and the required travel power exceeds the predetermined value (the second condition is satisfied) The second warm-up control for activating the catalyst more than the first warm-up control. Thereby, when the own vehicle travels in a high load area, the catalyst can be warmed up in an early and stepwise manner. As a result, the catalyst can be sufficiently activated in preparation for starting the engine due to an increase in the required traveling power.

It is a figure which shows typically an example of the whole structure of a vehicle control system. It is a figure which shows an example of a structure of a vehicle and a cloud server in detail. It is a figure for demonstrating CD mode and CS mode. It is a flowchart (the 1) which shows an example of the process sequence of a control apparatus. It is a flowchart (the 2) which shows an example of the process sequence of a control apparatus.

  Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  FIG. 1 is a diagram schematically illustrating an example of the overall configuration of a vehicle control system 1 according to the present embodiment. The vehicle control system 1 includes a plurality of vehicles 10 and a cloud server 30.

  Each of the vehicles 10 is a so-called connected vehicle configured to be capable of wireless communication with the cloud server 30. Each of the vehicles 10 stores a plurality of pieces of information (hereinafter also simply referred to as “vehicle traveling information”) such as the current position and traveling load (traveling power) on the cloud server 30 at a predetermined cycle (for example, every few seconds). Is sending to.

  The cloud server 30 accumulates information received from each vehicle 10 (the above-described vehicle travel information and the like) for each vehicle 10 in a layered manner. The cloud server 30 is configured to be able to transmit data requested from the vehicle 10 to the vehicle 10 in response to a request from each vehicle 10.

  Hereinafter, among the vehicles 10, a vehicle that executes control according to the present disclosure is also referred to as “own vehicle 11”, and a vehicle 10 other than the own vehicle 11 is also referred to as “other vehicle 12”. In the present embodiment, the host vehicle 11 is a hybrid vehicle including a motor generator and an engine as driving force sources. The other vehicle 12 is not particularly limited as long as it is a vehicle that can transmit the above vehicle travel information to the cloud server 30. For example, the other vehicle 12 may be a hybrid vehicle, and includes a motor as a driving force source. An electric vehicle or a fuel cell vehicle may be used, and a conventional vehicle (engine vehicle) including an engine as a driving force source may be used.

  FIG. 2 is a diagram showing an example of the configuration of the vehicle 10 and the cloud server 30 in more detail. In the example shown in FIG. 2, the own vehicle 11 is a so-called plug-in hybrid vehicle. Specifically, the host vehicle 11 includes an inlet 13, a charger 14, a power storage device 15, a drive device 16, a communication device 17, an HMI (Human Machine Interface) device 18, a control device 19, and a GPS. (Global Positioning System) module 100. The cloud server 30 includes a communication device 31, a management device 32, and a database (storage device) 33.

  The inlet 13 is configured to be connectable to the connector 42 of the power supply facility 41 outside the vehicle. Charger 14 is provided between inlet 13 and power storage device 15, converts external power input from power supply facility 41 into power that can be charged in power storage device 15, and outputs the converted power to power storage device 15. To do. Hereinafter, charging of the power storage device 15 using external power is also referred to as “external charging”.

  The power storage device 15 is a secondary battery such as a nickel metal hydride battery or a lithium ion battery configured to be rechargeable. The power storage device 15 may be a large-capacity capacitor.

  The driving device 16 generates driving force for the vehicle 10. Drive device 16 includes an engine 16A, a first MG (Motor Generator) 16B, a second MG 16C, a power split device 16D, and a PCU (Power Control Unit) 16E.

  The engine 16A is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. The engine 16A is controlled by a control signal from the control device 19.

  The exhaust gas of the engine 16A passes through the catalyst 70 provided in the middle of the exhaust pipe and is discharged to the atmosphere. The catalyst 70 is a three-way catalyst that purifies emission (hazardous substances such as hydrocarbons, carbon monoxide, and nitrogen oxides) contained in the exhaust gas. The catalyst 70 has such a specification that the exhaust purification ability changes depending on the temperature. Specifically, the exhaust purification capability is high when the temperature of the catalyst 70 is near the activation temperature, and the exhaust purification capability is reduced when it is lower than the activation temperature.

  The catalyst 70 is a so-called EHC (Electrically Heated Catalyst, hereinafter, electrically heated catalyst) configured to be electrically heated by an electric heater (electrical resistance that converts electric energy into heat energy). Various known configurations can be applied to the EHC.

  The catalyst (EHC) 70 is connected to the power storage device 15 via the EHC power source 72 and is warmed up by electric power supplied from the power storage device 15. Thereby, it is suppressed that the exhaust gas purification capacity of the catalyst 70 falls.

  The EHC power source 72 operates in response to a control signal from the control device 19 and adjusts the energization current level of the catalyst (EHC) 70.

  The power generated by the engine 16A is divided into a path transmitted to the drive wheels and a path transmitted to the first MG 16B by the power split device 16D.

  First MG 16B and second MG 16C are three-phase AC rotating electric machines driven by PCU 16E. First MG 16B generates power using the power of engine 16A divided by power split device 16D. Second MG 16C generates driving force of host vehicle 11 using at least one of the electric power stored in power storage device 15 and the electric power generated by first MG 16B. In addition, the second MG 16C regenerates power using the kinetic energy of the vehicle 10 transmitted from the drive wheels during inertial running in an accelerator off state (a state where the user does not step on the accelerator pedal). The regenerative power generated by the second MG 16C is collected by the power storage device 15.

  Power split device 16D includes a planetary gear mechanism that mechanically connects engine 16A, first MG 16B, and second MG 16C.

  PCU 16E converts the DC power stored in power storage device 15 into AC power that can drive first MG 16B and second MG 16C. PCU 16E converts AC power generated by first MG 16B and second MG 16C into DC power that can charge power storage device 15.

  The communication device 17 is configured to be capable of wireless communication with the communication device 31 of the cloud server 30. The communication device 17 is connected to the control device 19 via a communication line, and transmits information transmitted from the control device 19 (such as the above-described vehicle travel information) to the cloud server 30 or information received from the cloud server 30. Or transmitted to the control device 19.

  The HMI device 18 is a device that provides a variety of information related to the vehicle 10 to the user and receives user operations. The HMI device 18 includes a display, a speaker and the like provided in the room.

  The GPS module 100 is a receiving device used in a satellite positioning system. The GPS module 100 calculates the current position of the vehicle 10 based on the received signal and outputs the calculation result to the control device 19. The GPS module 100 may be incorporated in a navigation device provided with a map database.

  Further, although not shown, the vehicle 10 is a vehicle speed sensor that detects the vehicle speed, a monitoring sensor that detects the state of the power storage device 15 (voltage, current, temperature, etc.), an acceleration sensor that detects the acceleration of the vehicle 10, and the like. A plurality of sensors for detecting various physical quantities required for 10 controls are provided. Each of these sensors outputs a detection result to the control device 19.

  The control device 19 includes a CPU and a memory (not shown), and each device (charger 14, drive device 16, communication device 17, HMI device) of the vehicle 10 based on information stored in the memory and information from each sensor. 18).

  The cloud server 30 is configured to be able to aggregate vehicle travel information of each vehicle 10. Specifically, the cloud server 30 includes the communication device 31, the management device 32, and the database 33 as described above.

  The communication device 31 is configured to be capable of wireless communication with the communication device 17 of the vehicle 10. The communication device 31 is connected to the management device 32 through a communication line, and transmits information transmitted from the management device 32 to the vehicle 10 or receives information (such as the above-described vehicle travel information) received from the vehicle 10 as a management device. 32.

  The management device 32 incorporates a CPU (not shown) and stores information such as vehicle travel information received from each vehicle 10 in the database 33. Further, the management device 32 performs various calculations using the vehicle travel information of each vehicle 10 stored in the database 33. For example, in response to a request from each vehicle 10, the management device 32 stores data (hereinafter also referred to as “travel load data”) indicating the correspondence between the travel route of each vehicle 10 and the travel load in the database 33. Calculation is performed using the information, and the calculation result is transmitted to each vehicle 10 (see FIG. 5 and the like described later).

<Vehicle control mode>
The control device 19 of the vehicle 10 selects either a CD (Charge Depleting) mode or a CS (Charge Sustaining) mode, and controls the drive device 16 (engine 16A, PCU 16E, etc.) according to the selected mode. The CD mode is a control mode that consumes SOC (State Of Charge) of the power storage device 15. The CS mode is a control mode that maintains the SOC within a predetermined range.

  Control device 19 selects the CD mode until the SOC of power storage device 15 decreases to a predetermined value Stg, and selects the CS mode after the SOC decreases to a predetermined value Stg.

  FIG. 3 is a diagram for explaining the CD mode and the CS mode. In FIG. 3, the horizontal axis indicates time, and the vertical axis indicates an example of change in SOC. In the example shown in FIG. 3, a case is shown in which travel is started at time t <b> 0 after the power storage device 15 is fully charged (SOC = MAX) by external charging.

  In the CD mode, basically, electric power stored in the power storage device 15 (mainly electric power charged by external charging) is consumed. During traveling in the CD mode, the engine 16A does not operate in order to maintain the SOC. Therefore, although the SOC may temporarily increase due to the regenerative power of the second MG 16C being decelerated, as a result, the rate of discharge becomes larger than the charge, and the SOC gradually decreases as a whole.

  On the other hand, in the CS mode, the SOC is maintained within a predetermined range. As an example, when the SOC decreases to the predetermined value Stg at time t1, the control device 19 starts the engine 16A and shifts the control mode from the CD mode to the CS mode. Thereafter, control device 19 intermittently operates engine 16A so as to maintain the SOC within a predetermined range. Specifically, the control device 19 operates the engine 16A when the SOC decreases to the lower limit value of the predetermined range, and stops the engine 16A when the SOC increases to the upper limit value of the predetermined range, thereby maintaining the SOC within the predetermined range. To do. That is, in the CS mode, the engine 16A operates to maintain the SOC within a predetermined range.

  In both the CD mode and the CS mode, the required travel power is calculated from the accelerator operation amount by the user and the vehicle speed. If the required travel power is less than a predetermined engine start threshold value, engine 16A is stopped, and EV travel is performed in which travel power is generated by second MG 16C alone or by both first MG 16B and second MG 16C. On the other hand, when the required travel power is larger than the engine start threshold value, HV travel is performed in which travel power is generated by second MG 16C and engine 16A.

  The electric power generated by the first MG 16 </ b> B due to the operation of the engine 16 </ b> A is directly supplied to the second MG 16 </ b> C or stored in the power storage device 15. The engine start threshold value in the CD mode is set to a value larger than the engine start threshold value in the CS mode.

  Thus, even in the CD mode, the engine 16A operates when the required traveling power is larger than the engine start threshold value. On the other hand, even in the CS mode, the engine 16A stops if the SOC increases. That is, the CD mode is not limited to EV traveling that travels while the engine 16A is always stopped, and the CS mode is not limited to HV traveling that travels while the engine 16A is always operated. In both the CD mode and the CS mode, EV running and HV running are possible.

<Engine start-up process during CD mode>
As described above, in the host vehicle 11, the CD mode is selected until the SOC of the power storage device 15 decreases to the predetermined value Stg. In the CD mode, the engine 16A is not started in order to maintain the SOC, but when the required travel power exceeds the engine start threshold, the engine 16A is started to satisfy the required travel power.

  FIG. 4 is a flowchart showing an example of a processing procedure when the control device 19 of the host vehicle 11 executes an engine start process during the CD mode. This flowchart is repeatedly executed at a predetermined cycle during the CD mode.

  Control device 19 determines whether or not the SOC of power storage device 15 has fallen below a predetermined value Stg (step S10). When the SOC decreases below the predetermined value Stg (YES in step S10), control device 19 starts engine 16A (step S12) and shifts to the CS mode (step S14).

  On the other hand, when the SOC has not decreased below the predetermined value Stg (NO in step S10), control device 19 determines whether or not engine 16A is stopped (step S16).

  When engine 16A is stopped (YES in step S16), control device 19 determines whether or not the required traveling power has exceeded the engine start threshold value (step S18).

  When the required travel power exceeds the engine start threshold value (YES in step S18), control device 19 starts engine 16A (step S20).

  If the required travel power does not exceed the engine start threshold value (NO in step S18), control device 19 does not start engine 16A (ie, keeps engine 16A stopped) and returns to the return. To migrate.

  If engine 16A is not stopped (NO in step S16), that is, if engine 16A is operating, control device 19 determines whether or not the required travel power has decreased below the engine stop threshold value (step). S22). The engine stop threshold value may be the same value as the engine start threshold value, or may be a value lower than the engine start threshold value so as to have hysteresis.

  When the required travel power has decreased below the engine stop threshold (YES in step S22), control device 19 stops engine 16A (step S24).

  If the required travel power has not dropped below the engine stop threshold (NO in step S22), control device 19 returns to the return without stopping engine 16A (ie, while maintaining engine 16A in the operating state). And migrate the process.

<Catalyst warm-up control during CD mode>
In the CS mode, the engine 16A operates intermittently so as to maintain the SOC within a predetermined range. Therefore, the catalyst 70 is often warmed up by the exhaust heat of the engine 16A, and the temperature of the catalyst 70 is easily maintained in a state close to the activation temperature.

  On the other hand, in the CD mode, engine 16A does not operate in order to maintain the SOC. That is, until the SOC decreases to the predetermined value Stg, the engine 16A is maintained in the stopped state unless the required traveling power exceeds the engine start threshold value. Therefore, there is little opportunity for the catalyst 70 to be warmed up by the exhaust heat of the engine 16A, the temperature of the catalyst 70 is hardly maintained in a state close to the activation temperature, and the exhaust purification performance when starting the engine 16A may be deteriorated. is there.

  Therefore, in the CD mode, in order to ensure the emission purification performance when the engine 16A is started due to an increase in the required traveling power, control for warming up the catalyst 70 in advance (hereinafter referred to as “catalyst warm-up control”). (Also referred to as).

  However, the required travel power can greatly depend on the travel load of the travel route of the host vehicle 11 in addition to being able to increase rapidly by the user's accelerator operation. Therefore, it is difficult to accurately predict when the required travel power will exceed the engine start threshold value from the travel information of the vehicle 11 alone. Therefore, when the engine 16A is started due to an increase in the required travel power, it is difficult to execute the catalyst warm-up control at an appropriate timing, and the catalyst can be sufficiently activated before starting the engine. There is concern about disappearing.

  In view of the above points, the control device 19 of the host vehicle 11 according to the present embodiment uses the vehicle travel information (for example, travel load history) of the plurality of vehicles 10 collected in the cloud server 30 to travel the host vehicle 11. The travel load (travel power, etc.) of the planned route is calculated. Thereby, the traveling load of the planned traveling route can be calculated with high accuracy. When the condition that there is a high load area where the calculated traveling load is larger than the reference value (hereinafter also referred to as “first condition”) is satisfied, there is a possibility that the required traveling power exceeds the engine start threshold value. Therefore, the control device 19 performs the first preheating of the catalyst 70 from the stage where the condition that the required traveling power exceeds the predetermined value (hereinafter also referred to as “second condition”) is not satisfied. The catalyst warm-up control is executed, and the second catalyst warm-up control is executed to raise the temperature of the catalyst 70 to the activation temperature level when the second condition is satisfied. Thereby, when the own vehicle 11 travels in a high load area, the catalyst 70 can be warmed up in an early stage. As a result, the catalyst 70 can be sufficiently activated in preparation for the engine 16A being started due to an increase in the required traveling power.

  FIG. 5 is a flowchart illustrating an example of a processing procedure when the control device 19 of the host vehicle 11 performs the catalyst warm-up control during the CD mode. This flowchart is repeatedly executed at a predetermined cycle during the CD mode. FIG. 5 also shows processing performed by the cloud server 30 (management device 32) according to the processing of the control device 19 in addition to the processing of the control device 19 of the host vehicle 11.

  The control device 19 of the host vehicle 11 transmits a travel load request to the cloud server 30 during the CD mode (step S30). The travel load request is a signal that requests the cloud server 30 to transmit travel load data of the planned travel route of the host vehicle 11 to the host vehicle 11. The travel load request includes vehicle identification information for specifying the host vehicle 11, route information for specifying the scheduled travel route of the host vehicle 11, and the like. In addition, route information can be made into the present position and the advancing direction of the own vehicle 11, for example. Thereby, the driving planned route of the own vehicle 11 can be predicted on the cloud server 30 side. In addition, the route information includes the current position of the vehicle 11 and the destination when the destination of the vehicle 11 is set (the travel route calculated by the navigation device when the vehicle 11 includes a navigation device). Good). Thereby, the travel plan route of the own vehicle 11 can be grasped on the cloud server 30 side.

  When the cloud server 30 receives the travel load request from the own vehicle 11, the cloud server 30 predicts or grasps the planned travel route of the own vehicle 11 from the route information included in the travel load request, and aggregates the obtained travel load data of the planned travel route. (Step S100). Specifically, the cloud server 30 aggregates (extracts) the travel load of the same travel route as the planned travel route from the travel load data of each vehicle 10 stored in the database 33, and uses the aggregated travel load as the planned travel route. Travel load data. Then, the cloud server 30 transmits the travel load data of the aggregated planned travel route to the host vehicle 11 (step S102).

  When the control device 19 of the host vehicle 11 receives the travel load data of the planned travel route from the cloud server 30, the control device 19 calculates the travel load of the planned travel route (step S32). For example, when the traveling load data received from the cloud server 30 includes data of a plurality of vehicle types such as a hybrid vehicle (including a plug-in hybrid vehicle), an electric vehicle, and a normal engine vehicle, the control device 19 Data of the hybrid vehicle that is the vehicle type of the car 11 is extracted, and the travel load of the planned travel route is calculated from the extracted data.

  Next, the control device 19 of the host vehicle 11 determines whether or not there is a high load area where the calculated travel load of the planned travel route is greater than the threshold value (step S34).

  When it is determined that there is a high load area (YES in step S34), that is, when the above-described first condition is satisfied, control device 19 of own vehicle 11 determines whether the required traveling power by the user is greater than a predetermined value. It is determined whether or not (step S38). Step S38 is a process for predicting in advance that the engine 16A will start due to the required running power exceeding the engine start threshold value. Therefore, the “predetermined value” compared with the required travel power in step S38 is set to a value smaller than the “engine start threshold value” compared with the required travel power in step S18 of FIG.

  When it is not determined that the required traveling power is greater than the predetermined value (NO in step S38), that is, when the above-described second condition is not satisfied, controller 19 supplies the amount of power supplied from power storage device 15 to catalyst 70. First catalyst warm-up control is executed to control the EHC power source 72 so that (hereinafter also referred to as “EHC energization amount”) becomes the first energization level (step S40). The first catalyst warm-up control is a process for preheating the catalyst 70 in preparation for execution of second catalyst warm-up control (a process for raising the temperature of the catalyst 70 to the activation temperature) described later. Therefore, the EHC energization amount (first energization level) by the first catalyst warm-up control is set to a value smaller than the EHC energization amount (second energization level) by the second catalyst warm-up control described later.

  If it is determined that the required traveling power is greater than the predetermined value (YES in step S38), that is, if the above-described second condition is satisfied, control device 19 causes the second catalyst to set the EHC energization amount to the second energization level. Warm-up control is executed (step S42). The second catalyst warm-up control is a process for increasing the temperature of the catalyst 70 to the activation temperature. Therefore, as described above, the EHC energization amount (second energization level) by the second catalyst warm-up control is larger than the EHC energization amount (first energization level) by the first catalyst warm-up control for preheating the catalyst 70. Set to

  As described above, the control device 19 of the host vehicle 11 according to the present embodiment calculates the travel load of the planned travel route of the host vehicle 11 using the travel information of the plurality of vehicles 10 collected in the cloud server 30. The Therefore, compared with the case where the travel load of the planned travel route of the host vehicle 11 is calculated using only the travel information of the host vehicle 11, the travel load of the planned travel route of the host vehicle 11 can be calculated with high accuracy. When the calculated traveling load is larger than the reference value (when the first condition is satisfied), it is assumed that there is a high possibility that the required traveling power exceeds the engine start threshold value. 19 executes first catalyst warm-up control in which the catalyst 70 is preheated at an early stage from the stage where the required travel power does not exceed the predetermined value (the second condition is not satisfied), and the required travel power exceeds the predetermined value. If this is the case (when the second condition is satisfied), the second catalyst warm-up control is executed to raise the temperature of the catalyst 70 to the activation temperature level. Thereby, when the own vehicle 11 travels in a high load area, the catalyst 70 can be warmed up in an early stage. As a result, the catalyst 70 can be sufficiently activated in preparation for the engine 16A being started due to an increase in the required traveling power.

<Modification 1>
In the flowchart of FIG. 5 described above, the process of calculating the travel load of the planned travel route of the host vehicle 11 (step S32) and the process of comparing the travel load of the planned travel route with a threshold (step S34) The example which 11 performs is demonstrated.

  However, the cloud server 30 may perform these processes. For example, the cloud server 30 that has received the travel load request may calculate the travel load of the planned travel route and transmit the comparison result between the travel load of the planned travel route and a threshold value to the host vehicle 11. In this case, according to the comparison result received from the cloud server 30, the host vehicle 11 determines whether or not to execute catalyst warm-up control (first catalyst warm-up control or second catalyst warm-up control) during the CD mode. It may be determined.

<Modification 2>
Although the catalyst warm-up control during the CD mode has been described in the above-described embodiment, the catalyst warm-up control according to the present disclosure is not necessarily limited to being performed during the CD mode. For example, even when the catalyst warm-up control is required for traveling in an extremely low temperature region even during the CS mode, the catalyst 70 can be sufficiently activated by executing the catalyst warm-up control according to the present disclosure. it can.

<Modification 3>
In the above-described embodiment, the example of warming up the catalyst 70 by electrically heating the catalyst (EHC) 70 has been described. However, in a vehicle including a normal catalyst that is not configured to be electrically heatable. Can start the engine for warming up the catalyst and warm up the catalyst using the exhaust heat of the engine. In this case, the engine may be controlled so that the exhaust heat of the engine during the second catalyst warm-up control becomes larger than the exhaust heat of the engine during the first catalyst warm-up control.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present disclosure is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Vehicle control system, 10 Vehicle, 11 Own vehicle, 12 Other vehicle, 13 Inlet, 14 Charger, 15 Power storage device, 16 Drive device, 16A Engine, 16B 1st MG, 16C 2nd MG, 16D Power split device, 17, 31 Communication device, 18 HMI device, 19 control device, 30 cloud server, 32 management device, 33 database, 41 power supply facility, 42 connector, 70 catalyst (EHC), 72 EHC power source, 100 GPS module.

Claims (1)

A hybrid vehicle capable of traveling using power of at least one of an engine and a rotating electric machine,
A communication device configured to be able to communicate with a server configured to be able to aggregate travel information of a plurality of vehicles;
A control device configured to start the engine when a required traveling power exceeds a start threshold value while the engine is stopped, and
The controller is
When the first condition is satisfied and the second condition is not satisfied, the first warm-up control is performed to warm up the catalyst that purifies the exhaust of the engine,
When the first condition is satisfied and the second condition is satisfied, the second warm-up control is performed to warm the catalyst so that the catalyst is more activated than the first warm-up control. And
The first condition is a condition that a travel load of a planned travel route of the hybrid vehicle calculated using the travel information collected in the server is larger than a reference value,
The hybrid vehicle, wherein the second condition is a condition that the required traveling power exceeds a predetermined value smaller than the starting threshold value.

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