JP2020111165A - Hybrid vehicle - Google Patents

Abstract

To allow a particulate matter to be combusted efficiently.SOLUTION: If an accumulation amount of particulate matters accumulating in a filter is equal to or above a predetermined amount and if a temperature of the filter is equal to or above a predetermined temperature, target power of an engine is set in a range of power larger than power for travelling required for travelling and the engine and first and second motors are controlled so that a vehicle travels by the power for travelling along with output of the target power from the engine and power generation by the first motor, when an accelerator is turned on. If the accumulation amount is equal to or above the predetermined amount and if the temperature of the filter is equal to or above the predetermined temperature, the engine and first and second motors are controlled so that the vehicle travels by the power for travelling along with fuel-cut of the engine and motoring of the engine by the first motor, when the accelerator is turned off.SELECTED DRAWING: Figure 2

Description

The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine, first and second motors, and a power storage device.

Conventionally, a hybrid vehicle of this type has been proposed that includes an engine, first and second motors, and a power storage device (see, for example, Patent Document 1). The engine has an exhaust system provided with a three-way catalyst for purifying exhaust gas and a filter for removing particulate matter. The first motor is connected to the output shaft of the engine. The second motor outputs driving power. The power storage device exchanges electric power with the first and second motors. In this vehicle, when the regeneration request for the filter is made, the ignition timing of the engine is delayed from the ignition timing for efficiently operating the engine to raise the temperature of the engine exhaust. Further, when the regeneration request of the filter is made, when the temperature of the three-way catalyst is lower than the temperature at which the three-way catalyst starts to deteriorate, the engine speed uses the required power of the engine when the regeneration request is not made. The engine is controlled so that the required power is output from the engine while the engine speed becomes higher than the required speed set by the above. As a result, the throttle opening of the engine is increased and the flow velocity of the exhaust is increased compared to when the regeneration request is not made, and more unburned air-fuel mixture is made to flow downstream from the three-way catalyst and post-burned. Then, the temperature of the three-way catalyst and the temperature of the filter are raised.

JP, 2018-127130, A

In the hybrid vehicle described above, when the engine is controlled so that the required power is output from the engine when the accelerator is off, a certain amount of power is output from the engine when the accelerator is off, the power storage device is charged, and the user feels uncomfortable. May be given. As a method of suppressing such discomfort, a method of not executing control for raising the temperature of the filter when the accelerator is off can be considered. In this case, the temperature rise of the filter is suppressed. However, when the temperature of the filter is equal to or higher than the predetermined temperature, more particulate matter can be burned per unit time when the temperature of the filter is higher than when the temperature of the filter is low, that is, the higher the temperature of the filter is, the more efficient it is. Particulate matter can be combusted. Therefore, even when the accelerator is off, it is desired to further raise the filter temperature and efficiently burn the particulate matter.

The main purpose of the hybrid vehicle of the present invention is to burn particulate matter efficiently.

The hybrid vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention is
An engine with a filter attached to the exhaust system to remove particulate matter,
A first motor connected to the output shaft of the engine;
A second motor capable of outputting driving power,
A power storage device that exchanges electric power with the first and second motors;
A control device for controlling the engine and the first and second motors;
A hybrid vehicle comprising:
The control device is
When the deposition amount of the particulate matter deposited on the filter is equal to or more than a predetermined amount and the temperature of the filter is equal to or more than a predetermined temperature, when the accelerator is on, it is larger than the traveling power required for traveling. A target power of the engine is set within a range, and the engine and the first and second are configured to travel with the traveling power with the output of the target power from the engine and the power generation by the first motor. Control the motor and
When the accumulation amount is equal to or more than the predetermined amount and the temperature of the filter is equal to or more than the predetermined temperature, when the accelerator is off, fuel cut of the engine and motoring of the engine by the first motor are involved. Controlling the engine and the first and second motors to travel with the traveling power;
That is the summary.

In this hybrid vehicle of the present invention, when the amount of particulate matter deposited on the filter is equal to or more than a predetermined amount and the temperature of the filter is equal to or more than a predetermined temperature, the vehicle is required to travel when the accelerator is on. The target power of the engine is set within a range larger than the power for use, and the engine, the first and second motors are operated so that the target power of the engine is output and the power generated by the first motor is used to travel with the power for travel. To control. As a result, the temperature of the filter can be further increased as compared with when the target power of the engine becomes equal to or lower than the traveling power. When the accumulated amount is equal to or more than the predetermined amount and the temperature of the filter is equal to or more than the predetermined temperature, when the accelerator is off, the vehicle is driven with the traveling power with the fuel cut of the engine and the motoring of the engine by the first motor. To control the engine and the first and second motors. Accordingly, it is possible to suppress the user's discomfort as compared with the case where the power is output from the engine and the power storage device is charged when the accelerator is off. Further, the fuel cut of the engine and the motoring of the engine by the first motor are performed, so that the air is supplied to the filter to promote the combustion of the filter and the temperature of the filter can be further raised. In this way, the temperature of the filter can be further raised within a range of a predetermined temperature or higher both when the accelerator is on and when the accelerator is off, so that the particulate matter can be efficiently burned. Here, the “predetermined temperature” is a threshold value for determining whether the temperature of the filter has reached a temperature at which the particulate matter can burn.

In such a hybrid vehicle of the present invention, the control device starts deterioration in which the temperature of the filter is higher than the predetermined temperature when the deposition amount is the predetermined amount or more and the temperature of the filter is the predetermined temperature or more. When the temperature is above the temperature and the accelerator is on, the target power is set based on the traveling power and the charge/discharge power based on the charge/discharge request of the power storage device, and the output of the target power from the engine is accompanied. The engine and the first and second motors may be controlled to travel with the travel power. In this way, the target power of the engine may be less than or equal to the traveling power depending on the charging/discharging request of the power storage device. A rise in temperature can be suppressed. Thereby, deterioration of the filter can be suppressed. Here, the “deterioration start temperature” is a threshold value for determining whether or not the temperature of the filter has reached a temperature at which deterioration of the filter is accelerated.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 as one Example of this invention. 6 is a flowchart showing an example of a temperature rising control routine executed by the HVECU 70. It is a block diagram which shows the outline of a structure of the hybrid vehicle 120 of a modification.

Next, modes for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, 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 as a power storage device, and a hybrid electronic control unit (hereinafter referred to as “ HVECU”) 70).

The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as fuel, and is connected to a carrier of a planetary gear 30 via a damper 28. A purification device 25 and a particulate matter removal filter (hereinafter referred to as “PM filter”) 25f are attached to the exhaust system of the engine 22. The purification device 25 has a catalyst 25a that purifies unburned fuel and nitrogen oxides in the exhaust gas of the engine 22. The PM filter 25f is formed of ceramics, stainless steel, or the like as a porous filter and traps particulate matter (PM: Particulate Matter) such as soot in the exhaust gas. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. Prepare Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via input ports. The signal input to the engine ECU 24 includes, for example, a crank angle θcr from a crank position sensor 23a that detects the rotational position of the crankshaft 26 of the engine 22 and a water temperature sensor 23b that detects the temperature of the cooling water of the engine 22. The cooling water temperature Tw can be mentioned. Further, in the exhaust system of the engine 22, the air-fuel ratio AF from the air-fuel ratio sensor 25b mounted upstream of the purification device 25, and the oxygen installed in the exhaust system of the engine 22 downstream of the purification device 25. The oxygen signal O2 from the sensor 25c can also be mentioned. Furthermore, the differential pressure ΔP from the differential pressure sensor 25g that detects the differential pressure before and after the PM filter 25f (the differential pressure between the upstream side and the downstream side) can also be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port.

The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23a, and calculates the temperature (catalyst temperature) Tc of the catalyst 25a based on the cooling water temperature Tw from the water temperature sensor 23b. (Estimate) Further, the engine ECU 24, based on the intake air amount Qa from the air flow meter (not shown) and the rotation speed Ne of the engine 22, is actually sucked in one cycle with respect to the volumetric efficiency (one cycle with respect to the stroke volume of the engine 22 per cycle). The ratio of the volume of the air) KL is calculated. Further, the engine ECU 24 calculates the PM deposition amount Qpm as the deposition amount of the particulate matter deposited on the PM filter 25f based on the differential pressure ΔP from the differential pressure sensor 25g, and the engine speed Ne and the volume of the engine 22. The filter temperature Tf as the temperature of the PM filter 25f is calculated based on the efficiency KL.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism, and has a sun gear, a ring gear, a plurality of pinion gears meshing with the sun gear and the ring gear, respectively, and a carrier that supports the plurality of pinion gears to rotate (rotate) and revolve freely. Have and. The sun gear of the planetary gear 30 is connected to the rotor of the motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 which is connected to the drive wheels 39a and 39b via a differential gear 38. As described above, the crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via the damper 28. Therefore, it can be said that the motor MG1, the engine 22, the drive shaft 36, and the motor MG2 are connected to the sun gear, the carrier, and the ring gear as the three rotating elements of the planetary gear 30 so as to be arranged in this order in the alignment chart of the planetary gear 30.

The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the drive shaft 36. Inverters 41 and 42 are used to drive motors MG1 and MG2, and are connected to battery 50 via power line 54. A smoothing capacitor 57 is attached to the power line 54. The motors MG1 and MG2 are rotationally driven by a plurality of switching elements (not shown) of the inverters 41 and 42 being switching-controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. Prepare The motor ECU 40 has signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 from rotational position detection sensors 43 and 44 that detect rotational positions of rotors of the motors MG1 and MG2. , Θm2 and the phase currents Iu1, Iv1, Iu2, Iv2 from the current sensors 45u, 45v, 46u, 46v for detecting the currents flowing in the respective phases of the motors MG1, MG2, etc. are input through the input ports. From the motor ECU 40, switching control signals and the like to the plurality of switching elements of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40, based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44, the electrical angles θe1 and θe2 of the motors MG1 and MG2, the angular velocities ωm1 and ωm2, the rotational speeds Nm1 and Nm2. Is being calculated.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter, referred to as “battery ECU”) 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM that stores a processing program, a RAM that temporarily stores data, an input/output port, and a communication port. Prepare Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via an input port. As the signal input to the battery ECU 52, for example, the voltage Vb of the battery 50 from the voltage sensor 51a attached between the terminals of the battery 50, or the battery 50 from the current sensor 51b attached to the output terminal of the battery 50. The current Ib and the temperature Tb of the battery 50 from the temperature sensor 51c attached to the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the current Ib of the battery 50 from the current sensor 51b, or the battery 50 based on the calculated storage ratio SOC and the temperature Tb of the battery 50 from the temperature sensor 51c. I/O limits Win and Wout are calculated. The charge ratio SOC is a ratio of the amount of electric power that can be discharged from the battery 50 to the total capacity of the battery 50, and the input/output limits Win and Wout are allowable input/output electric power that may charge and discharge the battery 50.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. .. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81. Further, an accelerator opening Acc from an accelerator pedal position sensor 84 for detecting the amount of depression of the accelerator pedal 83, a brake pedal position BP from a brake pedal position sensor 86 for detecting the amount of depression of the brake pedal 85, and a 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 hybrid vehicle 20 of the embodiment thus configured is in a hybrid traveling mode (HV traveling mode) in which the engine 22 rotates and the electric traveling mode (EV traveling mode) in which the engine 22 stops rotating. To run.

When the accelerator is on in the HV traveling mode, the HVECU 70 sets the traveling torque Td* required for traveling (required for the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V, and sets the traveling torque set. The traveling power Pd* required for traveling is calculated by multiplying the torque Td* by the rotational speed Nd of the drive shaft 36 (the rotational speed Nm2 of the motor MG2). Then, the target power Pe* of the engine 22 is calculated by subtracting the charge/discharge required power Pb* of the battery 50 (a positive value when discharging from the battery 50) from the traveling power Pd*, and the calculated target power Pe*. Is output from the engine 22, a target rotation speed Ne* and a target torque Te* are set as target operating points of the engine 22. In the embodiment, the target rotational speed Ne* and the target torque Te* of the engine 22 are set based on the target power Pe* of the engine 22 and the operation line for operating the engine 22 efficiently. FIG. 2 is an explanatory diagram showing an example of an operation line of the engine 22 and a state of setting the target rotation speed Ne* and the target torque Te*. The target rotation speed Ne* and the target torque Te* of the engine 22 are set by setting the rotation speed Ne1 and the torque Te1 at the intersection of the curve where the target power Pe* of the engine 22 is constant and the operation line of the engine 22 to the target rotation speed Ne*. And the target torque Te* are set.

Next, within the range of the input/output limits Win and Wout of the battery 50, the torque command Tm1* of the motor MG1 is set and the running torque Td* is set so that the rotation speed Ne of the engine 22 becomes the target rotation speed Ne*. The torque command Tm2* of the motor MG2 is set such that the traveling torque Td* (traveling power Pd*) is output to the drive shaft 36 based on the torque command Tm1* of the motor MG1. Then, the target rotation speed Ne* of the engine 22 and the target torque Te* are transmitted to the engine ECU 24, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target speed Ne* and the target torque Te* of the engine 22, the engine ECU 24 controls the operation of the engine 22 (intake air so that the engine 22 operates based on the target speed Ne* and the target torque Te*). Quantity control, fuel injection control, ignition control, etc.). Upon receiving the torque commands Tm1*, Tm2* of the motors MG1, MG2, the motor ECU 40 performs switching control of the plurality of switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1*, Tm2*. Do.

When the accelerator is off in the HV traveling mode, the HVECU 70 sets the traveling torque Td* (basically a negative value) based on the vehicle speed V, the fuel cut of the engine 22 and the motoring and the motor of the engine 22 by the motor MG1. The running torque Td* is output to the drive shaft 36 within the range of the input/output limits Win and Wout of the battery 50 by the regenerative driving of the MG2 or the self-sustained operation of the engine 22 and the regenerative driving of the motor MG2. Torque commands Tm1* and Tm2* for the motors MG1 and MG2 are set. Then, the fuel cut command of the engine 22 or the self-sustaining operation command is transmitted to the engine ECU 24, and the torque commands Tm1*, Tm2* of the motors MG1, MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the fuel cut command, it stops the fuel injection control and the ignition control of the engine 22, and when it receives the self-sustaining operation command, it controls the operation of the engine 22 so that the engine 22 operates independently. The control of the inverters 41, 42 by the motor ECU 40 has been described above.

In the embodiment, the control in the HV traveling mode described above may be referred to as "normal control".

In the EV traveling mode, the HVECU 70 sets the traveling torque Td* based on the accelerator opening Acc and the vehicle speed V, sets the torque command Tm1* of the motor MG1 to the value 0, and limits the input/output of the battery 50 Win,. The torque command Tm2* of the motor MG2 is set so that the traveling torque Td* is output to the drive shaft 36 within the range of Wout, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40. The control of the inverters 41, 42 by the motor ECU 40 has been described above.

Further, in the hybrid vehicle 20 of the embodiment, when the accelerator is turned on while the temperature raising condition of the PM filter 25f is satisfied in the HV traveling mode, the Pe raising control is executed. In the Pe raising control, the power obtained by adding the raising power Padd to the traveling power Pd* required for traveling is set as the target power Pe* of the engine 22, and the traveling power Pd* is output to the drive shaft 36 for traveling. At the same time, the engine 22 and the motors MG1 and MG2 are controlled so that the battery 50 is charged with the power of the difference between the target power Pe* of the engine 22 and the traveling power Pd*. By the Pe raising control, the temperature rise of the PM filter 25f is promoted as compared with when the target power Pe* of the engine 22 becomes equal to or lower than the traveling power Pd*. Here, as the temperature raising condition of the PM filter 25f, a condition that the PM accumulation amount Qpm is equal to or more than the threshold value Qpmref and the filter temperature Tf of the PM filter 25f is less than the threshold value Tfref1 is used. The threshold value Qpmref is a threshold value for determining whether or not the PM filter 25f needs to be regenerated, and for example, 3 g/L, 4 g/L, 5 g/L or the like is used. The threshold value Tfref1 is a threshold value for determining whether or not the filter temperature Tf has reached a temperature at which the particulate matter deposited on the PM filter 25f can be combusted. For example, 480° C., 500° C., 520° C. or the like is used. To be

Next, the operation of the hybrid vehicle 20 of the embodiment having such a configuration, particularly the operation when the filter temperature Tf of the PM filter 25f becomes equal to or higher than the threshold value Tfref1, will be described. FIG. 2 is a flowchart showing an example of a temperature rising control routine executed by the HVECU 70. This routine is repeatedly executed when the PM accumulation amount Qpm is equal to or higher than the threshold value Qpmref and the filter temperature Tf is equal to or higher than the threshold value Tfref1 in the HV traveling mode.

When this routine is executed, the HVECU 70 first inputs data such as the filter temperature Tf and the accelerator opening Acc (step S100). Here, as the filter temperature Tf, a value calculated by the engine ECU 24 is input by communication. As the accelerator opening Acc, the detection value of the accelerator pedal position sensor 84 is input.

When the data is thus input, it is determined whether or not the accelerator is on (step S110). Here, it is determined whether the accelerator is on or not when the accelerator opening Acc input in step S100 is equal to or larger than a predetermined opening Accref (for example, 1%, 2%, 3%).

When the accelerator is on in step S110, it is determined whether the filter temperature Tf is equal to or higher than the threshold value Tfref2 (step S120). Here, the threshold value Tfref2 is a threshold value for determining whether or not the filter temperature Tf has reached a temperature at which the PM filter 25f begins to deteriorate, and is higher than the threshold value Tfref1, for example, 580° C., 600° C., 620° C. Used.

When the filter temperature Tf is lower than the threshold value Tfref2 in step S120, the Pe raising control described above is executed (step S130), and this routine is ended. Now, since the filter temperature Tf is equal to or higher than the threshold value Tfref1, such control can further increase the filter temperature Tf in the range equal to or higher than the threshold value Tfref1. When the filter temperature Tf is equal to or higher than the threshold value Tfref1, more particulate matter can be burned per unit time when the filter temperature Tf is higher than when it is low, that is, the higher the filter temperature Tf is, the more efficiently the particulate matter is. Can be burned. Therefore, by further increasing the temperature of the filter temperature Tf within the range of the threshold value Tfref1 or more, it is possible to efficiently burn the particulate matter.

When the filter temperature Tf is equal to or higher than the threshold value Tfref2 in step S120, the above-described normal control is executed (step S140), and the main routine ends. By such control, the temperature rise of the PM filter 25f can be suppressed, and the filter temperature Tf can be suppressed from greatly exceeding the threshold value Tfref2. Therefore, the deterioration of the PM filter 25f can be suppressed.

When the accelerator is off in step S110, F/C motoring control is executed (step S150), and this routine ends. In the F/C motoring control, the traveling torque Td* (basically a negative value) is set based on the vehicle speed V, the fuel cut of the engine 22 and the motoring of the engine 22 by the motor MG1 and the regenerative driving of the motor MG2 are performed. Thus, the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set such that the traveling torque Td* is output to the drive shaft 36 within the range of the input/output limits Win and Wout of the battery 50. Then, the fuel cut command of the engine 22 or the self-sustaining operation command is transmitted to the engine ECU 24, and the torque commands Tm1*, Tm2* of the motors MG1, MG2 are transmitted to the motor ECU 40. Upon receiving the fuel cut command, the engine ECU 24 stops the fuel injection control and the ignition control of the engine 22. The control of the inverters 41, 42 by the motor ECU 40 has been described above. With such control, it is possible to suppress the user's discomfort as compared with when the Pe pad raising control is executed when the accelerator is off, that is, as compared with when the power is output from the engine 22 and the battery 50 is charged. it can. Further, since the fuel cut of the engine 22 and the motoring of the engine 22 by the motor MG1 are performed, the air is supplied to the PM filter 25f, the combustion of the PM filter 25f is promoted, and the filter temperature Tf can be further increased. it can. Now, since the filter temperature Tf is equal to or higher than the threshold Tfref1, the filter temperature Tf can be further increased within the range equal to or higher than the threshold Tfref1 by such control, and the particulate matter can be efficiently burned.

According to the hybrid vehicle 20 of the embodiment described above, when the PM accumulation amount Qpm is the threshold value Qpmref or more and the filter temperature Tf is the threshold value Tfref1 or more, when the accelerator is on, the range larger than the traveling power Pd*. The target power Pe* of the engine 22 is set therein, and the engine 22 and the motors MG1 and MG2 are driven so that the target power Pe* of the engine 22 is output and the electric power generated by the motor MG1 is used to travel with the traveling power Pd*. When the PM deposition amount Qpm is equal to or higher than the threshold value Qpmref and the filter temperature Tf is equal to or higher than the threshold value Tfref1, when the accelerator is off, fuel cut of the engine 22 and motoring of the engine 22 by the motor MG1 are involved. By controlling the engine 22 and the motors MG1 and MG2 so that the vehicle travels with the traveling power Pd*, it is possible to efficiently burn the particulate matter.

In the hybrid vehicle 20 of the embodiment, it is determined in step S120 whether the filter temperature Tf is equal to or higher than the threshold value Tfref2. However, step S120 may not be executed. In this case, step S130 may be executed when the accelerator is on in step S110.

In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor may be used instead of the battery 50.

The hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, but at least two of them may be configured as a single electronic control unit.

In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36 to connect the motors MG1 and MG2. The battery 50 is connected via the power line 54. However, as shown in the hybrid vehicle 120 of the modified example of FIG. 3, the motor 22 for power generation is connected to the engine 22 and the motor MG2 for traveling is connected to the drive shaft 36 connected to the drive wheels 39a and 39b. A configuration of a so-called series hybrid vehicle in which battery 50 is connected to motors MG1 and MG2 via a power line may be used.

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 will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the motor MG2 corresponds to the “second motor”, the battery 50 corresponds to the “power storage device”, and the HVECU 70. The engine ECU 24 and the motor ECU 40 correspond to “control device”.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of means for solving the problem is the same as the embodiment described in the section of the means for solving the problem. This is an example for specifically explaining the mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

The embodiments for carrying out the present invention have been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various embodiments are possible within the scope not departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the hybrid vehicle manufacturing industry and the like.

20, 120 Hybrid vehicle, 22 engine, 23a Crank position sensor, 23b Water temperature sensor, 24 Engine electronic control unit (engine ECU), 25 Purification device, 25a Catalyst, 25b Air-fuel ratio sensor, 25c Oxygen sensor, 25f PM filter, 25g Differential pressure sensor, 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection Sensor, 45u, 45v, 46u, 46v current sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 57 capacitor, 70 hybrid electronic control Unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

An engine with a filter attached to the exhaust system to remove particulate matter,
A first motor connected to the output shaft of the engine;
A second motor capable of outputting driving power,
A power storage device that exchanges electric power with the first and second motors;
A control device for controlling the engine and the first and second motors;
A hybrid vehicle comprising:
The control device is
When the deposition amount of the particulate matter deposited on the filter is equal to or more than a predetermined amount and the temperature of the filter is equal to or more than a predetermined temperature, when the accelerator is on, it is larger than the traveling power required for traveling. A target power of the engine is set within a range, and the engine and the first and second are configured to travel with the traveling power with the output of the target power from the engine and the power generation by the first motor. Control the motor and
When the accumulation amount is equal to or more than the predetermined amount and the temperature of the filter is equal to or more than the predetermined temperature, when the accelerator is off, fuel cut of the engine and motoring of the engine by the first motor are involved. Controlling the engine and the first and second motors to travel with the traveling power;
Hybrid car.

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