JP2020189550A - Control device of hybrid vehicle - Google Patents

Abstract

To provide a control device of a hybrid vehicle that executes power-distribution intermittent stop processing in consideration of consumption power that is consumed in preparation processing.SOLUTION: A control device 100 comprises a power-distribution control part 110 that executes power-distribution intermittent stop processing in which power-distribution to an auxiliary machine is stopped when operation of an engine 50 is stopped, power-distribution to the auxiliary machine is executed when restarting the engine 50 and preparation processing for activating the auxiliary machine in preparation for operation of the engine 50. The control device 100 comprises a determining part 120 that executes determination processing for determining whether or not consumption power when executing the power-distribution intermittent stop processing is smaller than consumption power in continuing the power-distribution to the auxiliary machine without executing the power-distribution intermittent stop processing. The power-distribution control part 110 executes the power-distribution intermittent stop processing, subject to the fact that the determining part 120 determines that the consumption power when executing the power-distribution intermittent stop processing is smaller than consumption power when continuing the power-distribution to the auxiliary machine without executing the power-distribution intermittent stop processing.SELECTED DRAWING: Figure 1

Description

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

Patent Document 1 discloses a hybrid vehicle including an engine and a motor. This hybrid vehicle can run on a motor with the engine stopped, and performs intermittent stop control to automatically stop and restart the engine.

Japanese Unexamined Patent Publication No. 2006-266193

If the power supply to the auxiliary equipment of the engine is stopped during the automatic stop by the intermittent stop control, the power consumption can be suppressed. However, some auxiliary machines need to be prepared for engine operation when energization is resumed.

For example, in a sensor equipped with a heater for raising the temperature of the element to the activation temperature, the heater is energized as a preparatory process to heat the element. Further, in an auxiliary machine equipped with an electric actuator, as a preparatory process, the actuator is driven until it hits one end of the movable range to learn a position that serves as a reference for grasping the amount of movement.

Therefore, if the power consumption of the auxiliary equipment is stopped indiscriminately during the automatic stop by the intermittent stop control, the power consumed by the preparatory process exceeds the power saved by stopping the power supply, and the power consumption is rather increased by stopping the power supply. May increase.

Hereinafter, means for solving the above problems and their actions and effects will be described.
The hybrid vehicle control device for solving the above problems is applied to a hybrid vehicle equipped with an engine equipped with an electric auxiliary machine and a motor as a driving force source, and automatically stops and restarts the operation of the engine. Executes intermittent stop control. This control device is an energization control unit that controls energization of the auxiliary machine, and stops energization of the auxiliary machine when the operation of the engine is stopped by the intermittent stop control of the engine. An energization control unit that executes an energization intermittent stop process that executes energization of the auxiliary machine at the time of restart to execute a preparatory process for operating the auxiliary machine in preparation for the operation of the engine, and the energization intermittent stop process. A determination unit that executes a determination process for determining whether or not the power consumption when executing the above is smaller than the power consumption when the energization of the auxiliary machine is continued without executing the energization intermittent stop process. It has. Then, in this control device, the determination unit determines that the power consumption when the energization intermittent stop process is executed is smaller than the power consumption when the energization of the auxiliary machine is continued without executing the energization intermittent stop process. The energization control unit executes the energization intermittent stop processing on the condition that it is determined by.

In the above configuration, the intermittent energization stop processing is executed on the condition that the determination unit determines that the power consumption is smaller when the energization intermittent stop processing is executed than when the energization of the auxiliary machine is continued. Therefore, it is possible to execute the energization intermittent stop process in consideration of the power consumption consumed by the preparatory process, and the power consumed by the preparatory process exceeds the power saved by stopping the energization, that is, the energization is stopped. It is possible to prevent the power consumption from being increased by doing so.

In one aspect of the hybrid vehicle control device, in the determination process, the determination unit defines a charge state index value which is a ratio of the remaining charge to the charge capacity of the battery that supplies power to the motor and the auxiliary equipment. When the maximum output of the motor calculated from the charging state index value is equal to or greater than the threshold value and the vehicle speed is less than the specified vehicle speed, the power consumption when the intermittent energization stop process is executed is described above. It is determined that the power consumption is smaller than the power consumption when the auxiliary machine is continuously energized without executing the energization intermittent stop processing.

When the remaining charge of the battery is low and the charge status index value is low or the maximum output of the motor is low, it is necessary to operate the engine for charging. In addition, it is necessary to drive the engine when the vehicle speed increases. Therefore, the larger the charge state index value, the larger the maximum output of the motor, and the lower the vehicle speed, the more the state in which the operation is stopped can be continued without restarting the engine. The longer the period in which the engine operation is stopped is, the longer the state in which the energization of the auxiliary machine is stopped can be continued. Therefore, the larger the charge state index value, the larger the maximum output of the motor, and the lower the vehicle speed, the more the power consumption when executing the energization intermittent stop processing is compensated without executing the energization intermittent stop processing. It tends to be smaller than the power consumption when the power to the machine is continued.

According to the above configuration, the power consumption when the energization intermittent stop processing is executed based on the charge state index value, the maximum output of the motor, and the vehicle speed, which correlate with the ease of continuation of the engine operation stopped state, is energized intermittently. Judging whether or not the power consumption is smaller than the power consumption when energizing the auxiliary equipment without executing the stop processing, and deciding whether or not to execute the energization intermittent stop processing based on the judgment result. Can be done.

One aspect of the hybrid vehicle control device is to provide information on the length of a stop period in which the engine is stopped by the intermittent stop control calculated based on the information on the travel path of the hybrid vehicle. get. Then, in this control device, when the determination unit executes the energization intermittent stop processing when the length of the stop period is equal to or longer than the specified period in the determination process, the power consumption when the energization intermittent stop processing is executed is the energization intermittent stop. It is determined that the power consumption is smaller than the power consumption when the auxiliary machine is continuously energized without executing the process.

Whether or not the state in which the engine operation is stopped by the intermittent stop control continues can be predicted based on the information on the traveling route of the hybrid vehicle. For example, when a hybrid vehicle travels on a long downhill, it is easy for the engine to remain stopped, so if it is known that the hybrid vehicle will travel on a long downhill based on information about the travel route. It can be predicted that the state in which the engine operation is stopped continues and the state in which the energization of the auxiliary machine is stopped can be continued for a long period of time.

According to the above configuration, the power consumption when executing the energization intermittent stop processing based on the information on the traveling route of the vehicle having a correlation with the continuity of the engine operation stopped state is to execute the energization intermittent stop processing. It is possible to determine whether or not to execute the energization intermittent stop processing by determining that the power consumption is smaller than the power consumption when the energization of the auxiliary machine is continued without doing so.

One aspect of the hybrid vehicle control device is applied to the hybrid vehicle, wherein the auxiliary machine includes a heater for heating an element and a sensor for detecting an exhaust state of the engine. In this control device, the specified value used for determining whether or not the intermittent energization stop processing for the sensor can be executed is larger than the specified value used for determining whether or not the intermittent energization stop processing can be executed for an auxiliary machine other than the sensor. The threshold value used for determining whether or not the intermittent energization stop process for the sensor can be executed is larger than the threshold value used for determining whether or not the intermittent energization stop process can be executed for an auxiliary machine other than the sensor. The specified vehicle speed used for determining whether or not the intermittent energization stop processing for the sensor can be executed is smaller than the specified vehicle speed used for determining whether or not the intermittent energization stop processing can be executed for an auxiliary machine other than the sensor.

Further, in another aspect of the control device applied to the hybrid vehicle, the auxiliary machine includes a heater for heating the element and a sensor for detecting the exhaust state of the engine. The specified period used for determining whether or not the intermittent energization stop process for the sensor can be executed is longer than the specified period used for determining whether or not the intermittent energization stop process can be executed for another auxiliary machine.

If the preparation process of the sensor that detects the exhaust state is not completed, the exhaust may not be properly cleaned when the engine is restarted. Therefore, in the above two aspects, the condition for executing the energization intermittent stop processing is stricter for the sensor that detects the exhaust state than for another auxiliary device. According to such a configuration, it is possible to prevent the engine from being restarted in a state where the preparation process is not completed by stopping the energization of the sensor that detects the exhaust state. That is, power consumption can be suppressed in a manner in which the energization of the sensor, which may cause deterioration of the exhaust properties, is carefully stopped as compared with the energization of another auxiliary machine, and the cleaning of the exhaust is prioritized. ..

One aspect of the hybrid vehicle control device is applied to the hybrid vehicle, wherein the auxiliary equipment includes a heater for heating the element and a sensor attached to an exhaust passage. Then, in this control device, when the energization intermittent stop process for the sensor is executed, the engine is restarted on condition that the preparatory process for the sensor is completed.

According to the above configuration, it is possible to prevent the engine from being restarted in a state where the preparation process of the sensor for detecting the exhaust state is not completed.
One aspect of the control device for a hybrid vehicle is applied to the hybrid vehicle in which the auxiliary machine includes an electric valve for driving a valve body urged toward an initial position by an urging member by an electric actuator. To. Then, in this control device, when the energization intermittent stop processing is not executed, the energization control unit continues to energize the motorized valve and controls the electric actuator during the automatic stop by the intermittent stop control. The valve body is held in the initial position.

When the valve body is urged toward the initial position by the urging member, the power consumption increases as the valve body is driven against the urging force of the urging member. That is, when the valve body is held in the initial position, the power consumption is the smallest. Therefore, according to the above configuration, it is possible to suppress the power consumption when continuing the energization of the motorized valve as much as possible without executing the energization intermittent stop processing.

In one aspect of the hybrid vehicle control device, the energization control unit executes the preparatory process on the condition that the vehicle speed is equal to or higher than the execution permitted vehicle speed in the energization intermittent stop process, and the vehicle speed is less than the execution permitted vehicle speed. If this is the case, the energization of the auxiliary machine is restarted without executing the preparatory process.

When the auxiliary equipment is operated by the preparatory process, the accompanying noise may be generated. When the vehicle speed is low, the occupants may hear the operating noise of the auxiliary equipment due to the preparatory processing, but when the vehicle speed is high, it becomes difficult for the occupants to hear the operating noise of the auxiliary equipment due to the preparatory processing due to the noise caused by driving. .. According to the above configuration, the preparatory process is executed on the condition that the vehicle speed is equal to or higher than the vehicle speed permitted to be executed. The preparatory process can be executed when it is.

The schematic diagram which shows the relationship between a control device and a hybrid vehicle. The schematic diagram which shows the structure of the engine in a hybrid vehicle. A flowchart showing a flow of processing in a routine that allows an engine to start. The flowchart which shows the process flow in the routine which determines the start of the preheating of a sensor during an EV driving mode. The flowchart which shows the flow of processing in the routine which decides whether or not to prohibit the power-off of an auxiliary machine. A flowchart showing a processing flow in a routine for diagnosing the operation of an auxiliary machine. A flowchart showing a flow of processing in a routine about a fuel cut. A flowchart showing a processing flow in a routine for deciding whether or not to execute motoring.

Hereinafter, an embodiment of the control device for the hybrid vehicle will be described with reference to FIGS. 1 to 8.
As shown in FIG. 1, the hybrid vehicle 10 includes an engine 50. Further, the hybrid vehicle 10 includes a battery 30 for storing electric power. Further, the hybrid vehicle 10 includes a first motor generator 11 and a second motor generator 12. The first motor generator 11 and the second motor generator 12 are motors that generate driving force in response to power supplied from the battery 30, and serve as generators that generate electric power to charge the battery 30 by receiving power from the outside. It also has the function of.

Further, the hybrid vehicle 10 is provided with a planetary gear mechanism 13 having three rotating elements of a sun gear 14, a planetary carrier 15, and a ring gear 16. A crankshaft 59, which is an output shaft of the engine 50, is connected to the planetary carrier 15 of the planetary gear mechanism 13, and a first motor generator 11 is connected to the sun gear 14 of the planetary gear mechanism 13. Further, the ring gear 16 of the planetary gear mechanism 13 is integrally provided with a counter drive gear 17. A counter-driven gear 18 is meshed with the counter drive gear 17. Then, the second motor generator 12 is connected to the reduction gear 19 meshed with the counter driven gear 18.

The final drive gear 20 is integrally rotatably connected to the counter driven gear 18. A final driven gear 21 is meshed with the final drive gear 20. The drive shaft 24 of the wheel 23 is connected to the final driven gear 21 via the differential mechanism 22.

The first motor generator 11 and the second motor generator 12 are connected to the battery 30 via a power control unit 200 connected to the control device 100. The power control unit 200 includes a control unit, an inverter, and a converter, and the amount of power supplied from the battery 30 to the first motor generator 11 and the second motor generator 12 and the first motor based on a command from the control device 100. The amount of charge from the generator 11 and the second motor generator 12 to the battery 30 is adjusted. The hybrid vehicle 10 is provided with a connector 31 that can be connected to the external power supply 40. Therefore, the battery 30 can also be charged by the power supplied from the external power source 40. That is, the hybrid vehicle 10 is a plug-in hybrid vehicle.

An engine control unit 300 that controls the engine 50 is also connected to the control device 100. The engine control unit 300 controls the engine 50 based on a command from the control device 100.

As shown in FIG. 2, the engine 50 has an intake passage 51 through which the intake air introduced into the combustion chamber 55 flows, and an exhaust passage 60 through which the exhaust gas discharged from the combustion chamber 55 flows. The engine 50 is provided with a fuel injection valve 54 for injecting fuel supplied from the fuel tank 70, and a spark plug 58 for igniting a mixture of fuel and air injected by the fuel injection valve 54 by spark discharge. Has been done.

An air cleaner 52, an air flow meter 88, a throttle valve 53, an intake pressure sensor 89, and a fuel injection valve 54 are arranged in the intake passage 51 in this order from the upstream side. The air cleaner 52 collects dust and the like in the air sucked into the intake passage 51. The air flow meter 88 detects the amount of intake air, which is the amount of intake air. The throttle valve 53 is an electric auxiliary machine driven by a motor, which is an electric actuator, and adjusts the intake air amount by increasing or decreasing the intake flow path area by changing the opening degree thereof. The intake pressure sensor 89 detects the intake pressure, which is the pressure of the portion downstream of the throttle valve 53 in the intake passage 51. The fuel injection valve 54 injects fuel during intake to form an air-fuel mixture that burns in the combustion chamber 55.

A fuel pump 71 is arranged in the fuel tank 70. The fuel pump 71 is an electric auxiliary machine driven by a motor. The fuel pumped by the fuel pump 71 passes through the filter 72 and is supplied to the fuel injection valve 54 through the supply passage 73. A fuel pressure sensor 87 for detecting the pressure of fuel is provided in the supply passage 73.

A return passage 75 for returning the fuel pumped by the fuel pump 71 into the fuel tank 70 branches from a portion of the supply passage 73 in the fuel tank 70 on the downstream side of the filter 72. An electric relief valve 74 is provided in the middle of the return passage 75. The electric relief valve 74 is an electric auxiliary machine that is opened and closed by an electric actuator. When the electric relief valve 74 is opened, the fuel in the supply passage 73 is discharged into the fuel tank 70 through the return passage 75.

As shown in FIG. 2, a spark plug 58 that ignites the air-fuel mixture by an electric spark is installed in the combustion chamber 55. An igniter 57 is installed in the spark plug 58. The igniter 57 generates the high voltage required for the formation of electric sparks.

An air-fuel ratio sensor 83, a first three-way catalyst 61, an oxygen sensor 84, and a second three-way catalyst 62 are installed in the exhaust passage 60 in this order from the upstream side. The air-fuel ratio sensor 83 detects the oxygen concentration of the exhaust gas discharged from the combustion chamber 55, and thus the air-fuel ratio of the air-fuel mixture burned in the combustion chamber 55. The first three-way catalyst 61 and the second three-way catalyst 62 clean the exhaust gas. The oxygen sensor 84 outputs a signal according to the oxygen concentration of the exhaust gas after passing through the first three-way catalyst 61.

The engine 50 changes the valve timing changing mechanism 56 that changes the opening / closing timing of the intake valve 66 that shuts off the intake passage 51 and the combustion chamber 55, and the opening / closing tying of the exhaust valve 67 that shuts off the exhaust passage 60 and the combustion chamber. A valve timing changing mechanism 56 is provided. Each valve timing change mechanism 56 is an electric auxiliary machine that changes the rotation phase of the camshaft with respect to the rotation phase of the crankshaft 59 by a motor.

Further, the engine 50 is provided with an exhaust gas recirculation system that recirculates a part of the exhaust gas flowing through the exhaust passage 60 during the intake air flowing through the intake passage 51. The exhaust gas recirculation system has an EGR passage 64 connecting the exhaust passage 60 and the intake passage 51. The EGR passage 64 connects a portion of the exhaust passage 60 on the downstream side of the first three-way catalyst 61 and a portion of the intake passage 51 on the downstream side of the throttle valve 53. In the EGR passage 64, an EGR cooler 63 for cooling the gas recirculated from the exhaust passage 60 to the intake passage 51 and an EGR valve 65 for adjusting the amount of the recirculated gas are arranged. The EGR valve 65 is an electric auxiliary machine driven by an electric motor.

Such an engine 50 is controlled by the engine control unit 300 in response to a command from the control device 100. Detection signals of various sensors for detecting the operating state of the engine 50 are input to the engine control unit 300. Sensors that input detection signals to the engine control unit 300 include an air flow meter 88, an intake pressure sensor 89, an air-fuel ratio sensor 83, an oxygen sensor 84, and a fuel pressure sensor 87. In addition, the engine 50 is introduced into the first three-way catalyst 61 through a crank position sensor 80 that detects the rotation angle of the crankshaft 59, a water temperature sensor 81 that detects the cooling water temperature of the engine 50, and an exhaust passage 60. An exhaust temperature sensor 82 that detects the temperature of the exhaust gas to be generated is provided. Then, the detection signals of these sensors are input to the engine control unit 300. The engine control unit 300 calculates the engine rotation speed, which is the rotation speed of the crankshaft 59, based on the detection signal of the rotation angle of the crankshaft 59 input from the crank position sensor 80.

Further, as shown in FIG. 1, the control device 100 is connected to an accelerator position sensor 85 that detects the amount of operation of the accelerator and a vehicle speed sensor 86 that detects the vehicle speed. Then, the detection signal of the accelerator position sensor 85 and the detection signal of the vehicle speed sensor 86 are input to the control device 100.

Further, the current, voltage and temperature of the battery 30 are input to the power control unit 200. The power control unit 200 calculates the charge state index value SOC, which is the ratio of the remaining charge to the charge capacity of the battery 30, based on these currents, voltages, and temperatures.

The engine control unit 300 and the power control unit 200 are each connected to the control device 100. Then, the control device 100, the power control unit 200, and the engine control unit 300 each exchange and share information based on the detection signal input from the sensor and the calculated information.

Based on this information, the control device 100 outputs a command to the engine control unit 300 and controls the engine 50 through the engine control unit 300. Further, the control device 100 outputs a command to the power control unit 200 based on the information, and controls the first motor generator 11 and the second motor generator 12 and the charge control of the battery 30 through the power control unit 200. Do. In this way, the control device 100 controls the hybrid vehicle 10 by outputting commands to the power control unit 200 and the engine control unit 300.

Subsequently, the control of the hybrid vehicle 10 performed by the control device 100 will be described in detail. The control device 100 calculates a required output, which is a required value of the output of the hybrid vehicle 10, based on the amount of operation of the accelerator and the vehicle speed. Then, the control device 100 determines the torque distribution of the engine 50, the first motor generator 11 and the second motor generator 12 according to the required output, the charge state index value SOC of the battery 30, and the like, and determines the torque distribution of the engine 50 and the output of the engine 50. Power running / regeneration by the first motor generator 11 and the second motor generator 12 is controlled. The control device 100 switches the traveling mode of the hybrid vehicle 10 according to the magnitude of the charging state index value SOC.

When the charge state index value SOC exceeds a certain level and the remaining charge of the battery 30 has a sufficient margin, the control device 100 is driven by the second motor generator 12 without operating the engine 50. The EV traveling mode in which the vehicle travels by the force or the driving force of the first motor generator 11 is selected.

On the other hand, when the charge state index value SOC becomes equal to or lower than a certain level, the control device 100 travels by using the engine 50 in addition to the first motor generator 11 and the second motor generator 12. Select a mode.

The control device 100 selects the HV driving mode in the following cases even when the charging state index value SOC exceeds a certain level.
-When the vehicle speed exceeds the upper limit vehicle speed of the EV driving mode.

-When a large output is temporarily required, such as during sudden acceleration with a large amount of accelerator operation.
-When it is necessary to start the engine 50.
When the HV traveling mode is selected, the control device 100 causes the first motor generator 11 to function as a starter motor when the engine 50 is started. Specifically, the control device 100 starts the engine 50 by rotating the crankshaft 59 by rotating the sun gear 14 by the first motor generator 11.

Further, when the HV driving mode is selected, the control device 100 switches the control at the time of stopping according to the magnitude of the charging state index value SOC. Specifically, when the charge state index value SOC is equal to or higher than the threshold value, the control device 100 stops the operation of the engine 50 and does not drive the first motor generator 11 and the second motor generator 12. That is, the control device 100 stops the operation of the engine 50 when the vehicle is stopped to suppress the idling operation. When the charge state index value SOC of the battery 30 is less than the threshold value, the control device 100 drives the engine 50 and drives the first motor generator 11 by the output of the engine 50 to drive the first motor generator 11. Make it function as a generator.

When the HV travel mode is selected, the control device 100 switches the control according to the charge state index value SOC even during travel. When the charge state index value SOC of the battery 30 is equal to or higher than the threshold value at the time of starting and running with a light load, the control device 100 starts and runs the hybrid vehicle 10 only by the driving force of the second motor generator 12. .. In this case, the engine 50 is stopped, and the first motor generator 11 does not generate electricity. On the other hand, when the charge state index value SOC of the battery 30 is less than the threshold value at the time of starting and running with a light load, the control device 100 starts the engine 50 and generates electric power by the first motor generator 11 to generate electric power. The generated power is charged into the battery 30. At this time, the hybrid vehicle 10 travels by a part of the driving force of the engine 50 and the driving force of the second motor generator 12. When the charge state index value SOC of the battery 30 is equal to or higher than the threshold value during steady driving, the control device 100 drives the engine 50 in a state of high driving efficiency, and the hybrid vehicle 10 is mainly operated by the output of the engine 50. Let it run. At this time, the power of the engine 50 is divided into the wheel 23 side and the first motor generator 11 side via the planetary gear mechanism 13. As a result, the hybrid vehicle 10 travels while generating electricity with the first motor generator 11. Then, the control device 100 drives the second motor generator 12 with the generated electric power, and assists the power of the engine 50 with the power of the second motor generator 12. On the other hand, when the charge state index value SOC of the battery 30 is less than the threshold value during steady running, the control device 100 increases the engine rotation speed, and the electric power generated by the first motor generator 11 is used as the second motor. It is used to drive the generator 12 and charges the battery 30 with excess electric power. At the time of acceleration, the control device 100 increases the engine rotation speed and uses the electric power generated by the first motor generator 11 to drive the second motor generator 12, and powers the engine 50 and the second motor generator 12. Accelerates the hybrid vehicle 10 by. Then, the control device 100 stops the operation of the engine 50 at the time of deceleration. Then, the control device 100 causes the second motor generator 12 to function as a generator, and charges the generated electric power to the battery 30. In the hybrid vehicle 10, the resistance generated by such power generation is used as a brake. Power generation control during such deceleration is called regenerative control.

As described above, the control device 100 stops the engine 50 depending on the situation not only when the EV traveling mode is selected but also when the HV traveling mode is selected. That is, the control device 100 executes intermittent stop control for automatically stopping and restarting the engine 50 according to the situation.

By the way, if the power supply to the auxiliary machine of the engine 50 is stopped while the engine 50 is stopped, the power consumption can be suppressed. As shown in FIG. 1, the control device 100 is provided with an energization control unit 110 that controls energization of the auxiliary machine.

It should be noted that some auxiliary machines need to perform preparatory processing in preparation for the operation of the engine 50 when the energization is resumed. For example, in the air-fuel ratio sensor 83 and the oxygen sensor 84 provided with a heater for raising the temperature of the element to the activation temperature, the heater is energized as a preparatory process to preheat the element to the activation temperature. Further, in an auxiliary machine equipped with an electric actuator such as a throttle valve 53, an EGR valve 65, and a valve timing change mechanism 56, the actuator is driven until it hits one end of the movable range as a preparatory process. Then, the position that serves as a reference for grasping the amount of movement is learned.

Therefore, the energization control unit 110 stops energizing the auxiliary machine when the operation of the engine 50 is stopped by intermittent stop control, and executes energization of the auxiliary machine when the engine 50 is restarted to execute the engine. Execute the energization intermittent stop process to execute the preparatory process to operate the auxiliary machine in preparation for the operation of.

The energization control unit 110 resumes energization of the auxiliary machine when there is a high possibility that the engine 50 needs to be started in the energization intermittent stop processing, and prior to starting the engine via the engine control unit 300. To execute the preparation process. Whether or not the engine 50 is likely to need to be started can be estimated based on the charge state index value SOC, vehicle speed, cooling water temperature, and the like.

If the amount of operation of the accelerator suddenly increases and a large output is suddenly requested, it may be necessary to start the engine 50 in a state where the preparatory process is not completed. In this case, the control device 100 operates the auxiliary machine to operate the engine 50 even when the preparatory process is not completed.

However, if the engine 50 is restarted in a state where the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 is not completed, the exhaust state cannot be properly grasped, and the exhaust may not be properly cleaned. Therefore, the control device 100 allows the engine 50 to start on the condition that the preheating is completed.

Specifically, the control device 100 repeatedly executes the routine shown in FIG. 3 when the engine 50 is stopped.
As shown in FIG. 3, when this routine is started, the control device 100 determines whether or not the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 is completed in the process of step S100. The control device 100 determines that the preheating is completed when the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 is continued for a predetermined period. Then, the control device 100 determines that the preheating is completed while the air-fuel ratio sensor 83 and the oxygen sensor 84 are continuously energized even after the preheating is completed. On the other hand, the control device 100 starts energizing the air-fuel ratio sensor 83 and the oxygen sensor 84 after the state in which the air-fuel ratio sensor 83 and the oxygen sensor 84 are stopped for a predetermined period of time continues. It is determined that the preheating is not completed between the time when the preheating is completed and the time when the preheating is completed.

If it is determined in the process of step S100 that the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 has not been completed (step S100: NO), the control device 100 advances the process to step S120. Then, the control device 100 prohibits the start of the engine 50 in step S120. While the start is prohibited, the engine 50 is not started and the engine 50 is not operated.

On the other hand, if it is determined in the process of step S100 that the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 is completed (step S100: YES), the control device 100 advances the process to step S110. Then, the control device 100 releases the prohibition of starting the engine 50 in step S110 and permits the start of the engine 50. As a result, when the control device 100 outputs a command requesting the start of the engine 50, the engine control unit 300 starts the engine 50.

Then, when the process of step S110 or step S120 is executed, the control device 100 temporarily terminates this routine.
As described above, the control device 100 permits the start of the engine 50 on the condition that the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 is completed.

By the way, the hybrid vehicle 10 is a plug-in hybrid vehicle. Therefore, if the external power source 40 is sufficiently charged, the control device 100 selects the EV traveling mode after the start-up. Then, when the electric power is consumed by the running by the driving force of the first motor generator 11 and the second motor generator 12 with the engine 50 stopped and the charge state index value SOC becomes equal to or less than a certain level, the control device 100 is charged. Select the HV driving mode. When the HV driving mode is selected, intermittent stop control is performed in which the engine 50 is started or stopped depending on the situation.

Therefore, the control device 100 determines that the timing of transition from the EV driving mode to the HV driving mode is near based on the charging state index value SOC, and is empty in a state where the EV driving mode is selected. Preheating of the fuel ratio sensor 83 and the oxygen sensor 84 is started.

Specifically, the control device 100 repeats the routine shown in FIG. 4 when the EV driving mode is selected and the auxiliary equipment of the engine 50 including the air-fuel ratio sensor 83 and the oxygen sensor 84 is not energized. Run.

As shown in FIG. 4, when this routine is started, the control device 100 determines whether or not the charge state index value SOC is equal to or less than the threshold value X3 in the process of step S200. The threshold value X3 is a value larger than the above-mentioned constant level, which is a threshold value for switching from the EV driving mode to the HV driving mode. The threshold value X3 is set as a threshold value for determining that the timing of transition to the HV driving mode is approaching based on the fact that the charging state index value SOC has dropped to the threshold value X3.

If it is determined in the process of step S200 that the charge state index value SOC is equal to or less than the threshold value X3 (step S200: YES), the control device 100 advances the process to step S210. In the process of step S210, the energization control unit 110 of the control device 100 starts energizing the air-fuel ratio sensor 83 and the oxygen sensor 84, and starts preheating. Then, when the preheating is started through the process of step S210, the control device 100 ends this routine.

On the other hand, when it is determined in the process of step S200 that the charge state index value SOC is larger than the threshold value X3 (step S200: NO), the control device 100 does not execute the process of step S210, but instead performs this as it is. End the routine.

As described above, in the control device 100, the energization control unit 110 starts energizing the air-fuel ratio sensor 83 and the oxygen sensor 84 to start preheating prior to the transition from the EV traveling mode to the HV traveling mode.

By the way, when the energization control unit 110 blindly stops the energization of the auxiliary machine when the engine 50 is automatically stopped by the energization intermittent stop process, the power consumed by the preparatory process of the auxiliary machine stops the energization, thereby saving the electric power. There is a risk that the power consumption will be increased by stopping the energization.

Therefore, as shown in FIG. 1, the power consumption of the control device 100 when the energization intermittent stop processing is executed is larger than the power consumption when the auxiliary equipment is continuously energized without executing the energization intermittent stop processing. A determination unit 120 is provided to execute a determination process for determining whether or not the size is reduced.

Then, in the control device 100, the determination unit 120 determines that the power consumption when the energization intermittent stop processing is executed is smaller than the power consumption when the energization of the auxiliary machine is continued without executing the energization intermittent stop processing. The energization control unit 110 executes the energization intermittent stop processing on the condition that the energization is performed.

Next, a routine related to this determination process will be described with reference to FIG. The control device 100 repeatedly executes the routine shown in FIG. 5 when the engine 50 is being operated, that is, when the energization control unit 110 is energizing the auxiliary equipment.

When the control device 100 starts the routine shown in FIG. 5, it determines whether or not the energization stop precondition is satisfied in the process of step S300. Here, the fact that the diagnosis completion flag is ON is a prerequisite for stopping the energization. The diagnosis completion flag is a flag indicating that the operation diagnosis of the auxiliary machine, which will be described later, has been completed based on the fact that the diagnosis is completed. Further, the diagnosis completion flag is reset from ON to OFF when a certain period of time has elapsed from the completion of the operation diagnosis, for example, when the operation of several trips is performed. In addition, it may be reset from ON to OFF when a certain time elapses.

In the process of step S300, when it is determined that the precondition for stopping energization is not satisfied (step S300: NO), that is, when the diagnosis completion flag is OFF, the control device 100 performs the process in step S350. Proceed to. Then, in the process of step S350, the control device 100 prohibits the power supply to the auxiliary machine of the engine 50 from being stopped. In the process of step S350, in addition to a sensor having a heater such as an air-fuel ratio sensor 83 and an oxygen sensor 84, an auxiliary machine equipped with an electric actuator such as a throttle valve 53, an EGR valve 65, and a valve timing change mechanism 56 is included. It is prohibited to stop energizing all auxiliary equipment.

If the energization stop is not prohibited, the energization control unit 110 executes the energization intermittent stop process when the operation of the engine 50 is stopped by the intermittent stop control to stop the energization of the auxiliary machine. On the other hand, when the energization stop is prohibited, the energization control unit 110 continues to energize the auxiliary machine even while the operation of the engine 50 is stopped by the intermittent stop control. The throttle valve 53 is an electric valve that drives a valve body that is urged toward an initial position by an urging member by a motor that is an electric actuator. In the control device 100, when the energization stop is prohibited and the energization intermittent stop processing is not executed during the automatic stop by the intermittent stop control, the energization control unit 110 holds the valve body in the initial position for the throttle valve 53. To control the motor.

When the control device 100 prohibits the stop of energization of the auxiliary equipment through the process of step S350, the control device 100 temporarily terminates this routine.
On the other hand, in the process of step S300, when it is determined that the precondition for stopping energization is satisfied (step S300: YES), that is, when the operation diagnosis flag is ON, the control device 100 performs the process. Proceed to step S310.

In the process of step S310, the determination unit 120 of the control device 100 determines whether the charging state index value SOC is the specified value X1 or more, the maximum output WOUT is the threshold value Y1 or more, and the vehicle speed is the specified vehicle speed Z1 or less. Is determined. That is, whether the determination unit 120 satisfies the logical product condition that the charge state index value SOC is the specified value X1 or more, the maximum output WOUT is the threshold value Y1 or more, and the vehicle speed is the specified vehicle speed Z1 or less. Judge whether or not.

The maximum output WOUT is the maximum value of the output that can be realized by the first motor generator 11 and the second motor generator 12, and can be calculated based on the charge state index value SOC. When the charge state index value SOC becomes smaller, the output that can be realized by the first motor generator 11 and the second motor generator 12 becomes smaller, so that the maximum output WOUT becomes smaller.

When the remaining charge of the battery 30 is low and the charge state index value SOC is small or the maximum output WOUT is small, it is necessary to operate the engine 50 to generate power. Further, when the vehicle speed becomes high, it is necessary to drive the engine 50. Therefore, the larger the charging state index value SOC, the larger the maximum output WOUT, and the lower the vehicle speed, the more the engine 50 can be continued in the stopped state without restarting. The longer the state in which the operation of the engine 50 is stopped continues, the longer the state in which the energization of the auxiliary machine is stopped can be continued. Therefore, the larger the charge state index value SOC, the larger the maximum output WOUT, and the lower the vehicle speed, the more power consumption when executing the energization intermittent stop processing is supplemented without executing the energization intermittent stop processing. It tends to be smaller than the power consumption when the power to the machine is continued.

Against this background, the specified value X1, the threshold value Y1, and the specified vehicle speed Z1 are such that the power consumption when the determination unit 120 executes the energization intermittent stop processing through the process of step S310 supplements the engine 50 without executing the energization intermittent stop process. It is set as a threshold value for determining whether or not the power consumption is smaller than the power consumption when energizing the machine is continued. The specified value X1, the threshold value Y1, and the specified vehicle speed Z1 indicate that the power consumption when the energization of the auxiliary machine is stopped by executing the energization intermittent stop processing is that the power consumption of the auxiliary machine is energized without executing the energization intermittent stop processing. The value is set to a size that can be estimated that the state in which the engine 50 is stopped continues for a long time until the power consumption is smaller than the power consumption when the engine 50 is continued. It should be noted that the power consumption when the energization of the auxiliary equipment is stopped by executing the energization intermittent stop processing includes the power consumption due to the preparatory processing when the energization is restarted.

In the process of step S310, the logical product condition that the charge state index value SOC is the specified value X1 or more, the maximum output WOUT is the threshold value Y1 or more, and the vehicle speed is the specified vehicle speed Z1 or less is determined. If it is determined that the status is satisfied (step S310: YES), the control device 100 advances the process to step S320.

Then, in the process of step S320, the control device 100 releases the prohibition of stopping the energization of the auxiliary machine of the engine 50. That is, in the process of step S320, in addition to the sensor provided with a heater such as the air-fuel ratio sensor 83 and the oxygen sensor 84, an auxiliary machine provided with an electric actuator such as a throttle valve 53, an EGR valve 65, and a valve timing change mechanism 56. Allow all auxiliary equipment to be de-energized, including. As a result, the energization control unit 110 executes the energization intermittent stop processing when the operation of the engine 50 is stopped by the intermittent stop control to stop the energization of all the auxiliary machines. When the control device 100 permits the stop of energization of the auxiliary equipment through the process of step S320, the control device 100 temporarily terminates this routine.

On the other hand, in the process of step S310, the determination unit 120 logically indicates that the charge state index value SOC is the specified value X1 or more, the maximum output WOUT is the threshold value Y1 or more, and the vehicle speed is the specified vehicle speed Z1 or less. If it is determined that the product condition is not satisfied (step S310: NO), the control device 100 advances the process to step S330.

Then, in the process of step S330, the determination unit 120 determines whether or not the charge state index value SOC is the specified value X2 or more, the maximum output WOUT is the threshold value Y2 or more, and the vehicle speed is the specified vehicle speed Z2 or less. judge. That is, whether the determination unit 120 satisfies the logical product condition that the charge state index value SOC is the specified value X2 or more, the maximum output WOUT is the threshold value Y2 or more, and the vehicle speed is the specified vehicle speed Z2 or less. Judge whether or not.

The specified value X2 is smaller than the specified value X1. Further, the threshold value Y2 is smaller than the threshold value Y1. The specified vehicle speed Z2 is larger than the specified vehicle speed Z1. Similar to the specified value X1, the threshold value Y1, and the specified vehicle speed Z1, the specified value X2, the threshold value Y2, and the specified vehicle speed Z2 also consume power when the determination unit 120 executes the energization intermittent stop process through the process of step S330. It is set as a threshold value for determining whether or not the power consumption is smaller than the power consumption when the auxiliary machine of the engine 50 is continuously energized without executing the stop process. The specified value X2, the threshold value Y2, and the specified vehicle speed Z2 indicate that the power consumption when the energization of the auxiliary machine is stopped by executing the energization intermittent stop processing is the power consumption of the auxiliary machine without executing the energization intermittent stop processing. The value is set so that it can be estimated that the state in which the engine 50 is stopped continues for a long time until the power consumption is smaller than the power consumption when the engine 50 is continued.

In the process of step S330, the logical product condition that the charge state index value SOC is the specified value X2 or more, the maximum output WOUT is the threshold value Y2 or more, and the vehicle speed is the specified vehicle speed Z2 or less is determined. If it is determined that the status is satisfied (step S330: YES), the control device 100 advances the process to step S340.

Then, in the process of step S340, the control device 100 releases the prohibition of stopping the energization of the auxiliary machinery of the engine 50 including the auxiliary machinery including the throttle valve 53, the EGR valve 65, the valve timing change mechanism 56, and the like. To do. That is, in the process of step S340, it is permitted to stop the energization of the throttle valve 53, the EGR valve 65, the valve timing change mechanism 56, etc., excluding the sensors such as the air-fuel ratio sensor 83 and the oxygen sensor 84. As a result, when the engine 50 is stopped by the intermittent stop control, the energization control unit 110 continues to energize the sensors such as the air-fuel ratio sensor 83 and the oxygen sensor 84 without executing the energization intermittent stop processing. Then, the actuator is stopped by executing the energization intermittent stop processing. When the control device 100 permits the stop of energization of the actuator through the process of step S340, the control device 100 temporarily terminates this routine.

In the process of step S330, the determination unit 120 is a logical product of the charge state index value SOC being the specified value X2 or more, the maximum output WOUT being the threshold value Y2 or more, and the vehicle speed being the specified vehicle speed Z2 or less. If it is determined that the condition is not satisfied (step S330: NO), the control device 100 advances the process to step S350. Then, when the control device 100 prohibits the stop of energization of all the auxiliary machines through the process of step S350, this routine is temporarily terminated.

In the control device 100, the processes of steps S310 and S330 executed by the determination unit 120 continue to energize the auxiliary machine without executing the energization intermittent stop process because the power consumption when the energization intermittent stop process is executed. This corresponds to a determination process for determining whether or not the power consumption is smaller than the power consumption in the case. Then, when a positive determination is made in the determination processing of step S310 and step S330, the determination unit 120 consumes power when executing the energization intermittent stop processing to the auxiliary machine without executing the energization intermittent stop processing. It is judged that the power consumption is smaller than the power consumption when the energization is continued. Then, on the condition that this determination is made, the control device 100 releases the prohibition of power supply stop and permits the execution of the power supply intermittent stop processing.

Further, the specified value X1 is larger than the specified value X2. Further, the threshold value Y1 is larger than the threshold value Y2. The specified vehicle speed Z1 is smaller than the specified vehicle speed Z2. That is, the condition for making an affirmative determination in the determination process in step S310 is stricter than the condition for making an affirmative determination in the determination process in step S330. As a result, in the control device 100, the condition for permitting the intermittent energization stop processing for the air-fuel ratio sensor 83 and the oxygen sensor 84 for detecting the exhaust state is the intermittent energization for the throttle valve 53, the EGR valve 65, the valve timing change mechanism 56, and the like. It is stricter than the conditions that allow stop processing.

Next, the operation diagnosis of the auxiliary machine of the engine 50 will be described with reference to FIG. The operation diagnosis of the auxiliary machine is also one of the preparatory processes for the operation of the engine 50. The objects of the operation diagnosis are, for example, the throttle valve 53, the valve timing change mechanism 56, the fuel pump 71, and the electric relief valve 74. The operation diagnosis is executed by the engine control unit 300 repeatedly executing the routine shown in FIG. 6 when the operation of the engine 50 is stopped by the intermittent stop control.

As shown in FIG. 6, when this routine is started, the engine control unit 300 determines whether or not the execution condition of the operation diagnosis is satisfied in the process of step S400. The execution condition of the operation diagnosis is a logical product condition that the diagnosis completion flag is OFF and the vehicle speed is equal to or higher than the execution permitted vehicle speed. As for the vehicle speed permitted for execution, if the vehicle speed is equal to or higher than the vehicle speed permitted for execution, the sound generated by operating the auxiliary equipment for the operation diagnosis is difficult for the occupants to hear due to the noise caused by driving. It is a value of a size that can be estimated.

If it is determined in the process of step S400 that the execution condition is satisfied (step S400: YES), the engine control unit 300 advances the process to step S410. Then, the engine control unit 300 executes the operation diagnosis in the process of step S410.

Specifically, in the operation diagnosis for the throttle valve 53, the engine control unit 300 operates the motor so as to open and close the throttle valve 53, and confirms that the motor is moving. In the operation diagnosis for the valve timing change mechanism 56, the engine control unit 300 operates the motor that drives the valve timing change mechanism 56 and confirms that the motor is moving. In the operation diagnosis for the fuel pump 71, the engine control unit 300 drives the fuel pump 71 and confirms that the fuel pressure detected by the fuel pressure sensor 87 increases. Further, in the operation diagnosis for the electric relief valve 74, the engine control unit 300 opens the electric relief valve 74 and confirms that the fuel pressure detected by the fuel pressure sensor 87 decreases.

When there is an auxiliary machine that cannot be confirmed to be operating properly by such an operation diagnosis, the engine control unit 300 stores a diagnosis result indicating that an abnormality has occurred in the auxiliary machine. In addition, you may execute a process of notifying that an abnormality has occurred, such as turning on a warning light.

When the operation diagnosis of each supplement is completed through the process of step S410, the engine control unit 300 advances the process to step S420. Then, in the process of step S420, the engine control unit 300 updates the diagnosis completion flag to ON. Then, the engine control unit 300 temporarily terminates this routine.

On the other hand, when it is determined in the process of step S400 that the execution condition is not satisfied (step S400: NO), the engine control unit 300 does not execute the processes of step S410 and step S420, and this routine is used as it is. Is terminated once. That is, in this case, the engine control unit 300 does not execute the operation diagnosis.

As described above, the engine control unit 300 executes the operation diagnosis on the condition that the engine 50 is stopped and the vehicle speed is equal to or higher than the execution permitted vehicle speed. Then, as described above, the control device 100 executes the determination process by the determination unit 120 on the condition that the operation diagnosis is completed and the diagnosis completion flag is ON.

The engine control unit 300 performs a fuel cut to stop the fuel supply as a part of engine control when the engine 50 is being operated. The fuel cut is executed when the operation amount of the accelerator becomes "0" and the hybrid vehicle 10 is decelerated. Then, during the fuel cut, if any of the conditions that the vehicle speed drops below the specified vehicle speed, the engine rotation speed drops below the specified value NE1, and the accelerator is operated is satisfied, fuel injection is performed. Fuel injection from the valve 54 is resumed and returns from the fuel cut. That is, the fuel cut is a control for suppressing wasteful consumption of fuel by stopping the supply of fuel within a range that does not stop the operation of the engine 50 when the output from the engine 50 is not required.

When the fuel cut is executed, the air containing no fuel passes through the combustion chamber 55 and flows in the exhaust passage 60. Therefore, during the fuel cut, air is introduced into the first three-way catalyst 61 and the second three-way catalyst 62, and the amount of oxygen stored in the first three-way catalyst 61 and the second three-way catalyst 62 increases. When the engine 50 is restarted, the engine control unit 300 increases the fuel injection amount in order to improve the startability, and makes the air-fuel ratio richer than the stoichiometric air-fuel ratio. Therefore, in order to purify the exhaust gas, it is preferable to increase the oxygen storage amount of the first three-way catalyst 61 and the second three-way catalyst 62 in preparation for the combustion of the rich air-fuel mixture at the time of restart.

The engine control unit 300 controls the opening degree of the throttle valve 53 during the fuel cut to prepare for the case where the deceleration accompanied by the fuel cut leads to the stop of the operation of the engine 50 by the intermittent stop control and the restart is performed. 1 Adjust the amount of air introduced into the three-way catalyst 61 and the second three-way catalyst 62. As the opening degree of the throttle valve 53 is increased, the amount of air introduced into the first three-way catalyst 61 and the second three-way catalyst 62 increases. Therefore, the first three-way catalyst 61 and the second three-way catalyst 62 Oxygen storage can be increased. However, if the opening degree of the throttle valve 53 is increased during the fuel cut, the vibration and impact due to the compression reaction force of the air in the combustion chamber 55 become large. Therefore, it is not preferable to unnecessarily increase the opening degree of the throttle valve 53.

Therefore, in the engine control unit 300, when the engine 50 is operating, the accelerator operation amount becomes "0", and the hybrid vehicle 10 is decelerating, the routine shown in FIG. 7 is executed to cut the fuel. The opening degree of the throttle valve 53 inside is controlled.

As shown in FIG. 7, when this routine is started, the engine control unit 300 sets the start rotation speed, which is the engine rotation speed at which the fuel cut is started, based on the oxygen storage amount in the process of step S500. The starting rotation speed is a value larger than the specified value NE1. As will be described later, the engine control unit 300 starts the fuel cut on the condition that the engine rotation speed becomes equal to or lower than the start rotation speed.

The engine control unit 300 is not limited to when the engine 50 is being operated during operation, and the first three-way catalyst 61 is based on the intake air amount, engine rotation speed, air-fuel ratio, exhaust temperature, fuel injection amount, and the like. The calculation of the oxygen storage amount of is repeated to update the oxygen storage amount. In the process of step S500, the engine control unit 300 sets the starting rotation speed to a larger value as the amount of oxygen stored in the first three-way catalyst 61 is smaller. As a result, the smaller the oxygen storage amount, the higher the engine rotation speed at which the fuel cut is started. That is, in the engine control unit 300, as the amount of oxygen occluded is smaller, the fuel cut is started from a higher engine speed to secure an opportunity to introduce air into the first three-way catalyst 61 and the second three-way catalyst. There is.

When the engine control unit 300 sets the start rotation speed through the process of step S500, the process proceeds to step S510. Then, the engine control unit 300 determines whether or not the engine rotation speed is equal to or less than the start rotation speed in the process of step S510.

When it is determined in the process of step S510 that the engine rotation speed is higher than the start rotation speed (step S510: NO), the engine control unit 300 repeats the process of step S510. When it is determined in the process of step S510 that the engine rotation speed is equal to or lower than the start rotation speed (step S510: YES), the engine control unit 300 advances the process to step S520 and executes the fuel cut. .. That is, the engine control unit 300 starts the fuel cut on the condition that the engine rotation speed becomes equal to or lower than the start rotation speed.

When the fuel cut is started through the process of step S520, the engine control unit 300 advances the process to step S530. The engine control unit 300 limits the opening degree of the throttle valve 53 by the upper limit opening degree through the process of step S530. The upper limit opening is based on the opening that can suppress the generation of vibration and impact due to the above-mentioned compression reaction force of air, and if the opening of the throttle valve 53 is equal to or less than the upper limit opening, air is compressed. The size is set so that the vibration and impact due to the reaction force are within the allowable range.

In the process of step S530, the opening degree of the throttle valve 53 is controlled so as to increase the oxygen storage amount of the first three-way catalyst 61 to the amount prepared at the time of restart, but the upper limit of the opening degree at that time is set to the upper limit opening degree. Limit to. As a result, the amount of oxygen stored is adjusted while suppressing vibration and impact due to the compression reaction force of air within an allowable range. In this routine, the fuel cut is continuously executed while adjusting the opening degree of the throttle valve 53 in this way.

The operation of the engine 50 may be stopped by the intermittent stop control while the fuel cut is being continuously executed. When the operation of the engine 50 is stopped and the rotation of the crankshaft 59 is stopped, the introduction of air into the first three-way catalyst 61 and the second three-way catalyst 62 is stopped. If the oxygen storage amount cannot be increased to the amount prepared for restart during the fuel cut, the exhaust gas may not be properly cleaned at the time of restart.

Therefore, when the oxygen storage amount is insufficient when the engine 50 is automatically stopped by the intermittent stop control from the state where the fuel cut is being executed, the control device 100 is cranked by the first motor generator 11. Motoring to rotate the shaft 59 is executed to send air to the first three-way catalyst 61 and the second three-way catalyst 62 to increase the oxygen storage amount.

Specifically, the control device 100 executes the routine shown in FIG. 8 when the engine 50 is automatically stopped by the intermittent stop control from the state in which the fuel cut is being executed.
As shown in FIG. 8, when this routine is started, the control device 100 determines whether or not the oxygen storage amount of the first three-way catalyst 61 is less than the threshold value A1 in the process of step S600. The threshold value A1 is set to a value that can be determined to be in a state where the exhaust gas can be appropriately cleaned at the time of restarting based on the oxygen storage amount being equal to or higher than the threshold value A1.

If it is determined in the process of step S600 that the oxygen storage amount of the first three-way catalyst 61 is less than the threshold value A1 (step S600: YES), the control device 100 proceeds to the process of step S610. Then, in the process of step S610, the control device 100 drives the power control unit 200 to drive the first motor generator 11 to execute motoring. In step S610, motoring is executed until the oxygen storage amount of the first three-way catalyst 61 reaches the threshold value A1. Further, the motoring may be executed for a certain period of time.

On the other hand, in the process of step S600, when it is determined that the oxygen storage amount of the first three-way catalyst 61 is equal to or higher than the threshold value A1 (step S600: NO), it is not necessary to execute motoring, so that the control device 100 terminates this routine without executing the process of step S610.

In this way, by executing motoring when the oxygen storage amount is insufficient through the routine of FIG. 7, the first three-way catalyst 61 and the second three-way catalyst 62 are executed even while the operation of the engine 50 is stopped. Air can be introduced into the engine to increase oxygen storage.

The operation and effect of the control device 100 will be described.
(1-1) In the control device 100, the energization intermittent operation is performed on the condition that the determination unit 120 determines that the power consumption is smaller when the energization intermittent stop processing is executed than when the energization of the auxiliary machine is continued. Execute stop processing. Therefore, it is possible to execute the energization intermittent stop process in consideration of the power consumption consumed by the preparatory process, and the power consumed by the preparatory process exceeds the power saved by stopping the energization, that is, the energization is stopped. It is possible to prevent the power consumption from being increased by doing so.

(1-2) The larger the charge state index value SOC, the larger the maximum output WOUT, and the lower the vehicle speed, the more power consumption when executing the energization intermittent stop processing is to execute the energization intermittent stop processing. It tends to be smaller than the power consumption when the auxiliary equipment is continuously energized without. In the control device 100, the power consumption when the energization intermittent stop processing is executed based on the charge state index value SOC, the maximum output WOUT, and the vehicle speed, which have a correlation with the continuity of the state in which the operation of the engine 50 is stopped. Determines whether or not the power consumption is smaller than the power consumption when the auxiliary machine is continuously energized without executing the energization intermittent stop processing. Then, it is possible to determine whether or not to execute the energization intermittent stop processing based on the determination result.

(1-3) In the control device 100, the air-fuel ratio sensor 83 and the oxygen sensor 84 that detect the exhaust state have stricter conditions for executing the energization intermittent stop processing than other auxiliary machines. Therefore, according to the control device 100, it is possible to prevent the air-fuel ratio sensor 83 and the oxygen sensor 84 from being stopped from being energized and the engine 50 being restarted in a state where the preheating is not completed. That is, the power consumption of the air-fuel ratio sensor 83 and the oxygen sensor 84, which may cause deterioration of the exhaust properties, is carefully stopped in comparison with the power stop of another auxiliary machine, and the cleaning of the exhaust is prioritized. Can be suppressed.

(1-4) In the control device 100, the start of the engine 50 is permitted on condition that the preheating which is the preheating process in the air-fuel ratio sensor 83 and the oxygen sensor 84 for detecting the exhaust state is completed. There is. Therefore, it is possible to prevent the engine 50 from being started or restarted in a state where the preparatory processing of the air-fuel ratio sensor 83 and the oxygen sensor 84 for detecting the exhaust state is not completed.

(1-5) The control device 100 determines that the timing of transition from the EV driving mode to the HV driving mode is near based on the charging state index value SOC, and selects the EV driving mode. Therefore, the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 is started. Therefore, there is a high possibility that the preheating is completed when the request to start the engine 50 occurs, as compared with the configuration in which the preheating is started after shifting to the HV traveling mode. That is, when a request is made to start the engine 50 by shifting to the HV driving mode, the start of the engine 50 is not permitted, and the start of the engine 50 is delayed while waiting for the completion of preheating. Hard to fall into.

(1-6) When the valve body is urged toward the initial position by the urging member, the power consumption increases as the valve body is driven against the urging force of the urging member. That is, when the valve body is held in the initial position, the power consumption is the smallest. In the control device 100, when the energization intermittent stop processing is not executed, the energization control unit 110 continues to energize the throttle valve 53 and holds the valve body in the initial position during the automatic stop by the intermittent stop control. Therefore, it is possible to suppress the power consumption when continuing the energization of the throttle valve 53 as much as possible without executing the energization intermittent stop processing.

Next, the action and effect of the engine control unit 300 will be described.
(2-1) Auxiliary machinery such as the throttle valve 53, the valve timing change mechanism 56, the fuel pump 71, and the electric relief valve 74 affect the running of the hybrid vehicle 10 when the operation diagnosis is performed while the engine 50 is in operation. There is a risk that it will end up. On the other hand, the engine control unit 300 performs an operation diagnosis of the auxiliary machine when the operation of the engine 50 is stopped by the intermittent stop control. Therefore, the operation diagnosis of the auxiliary machine can be performed without affecting the traveling of the hybrid vehicle 10.

(2-2) The engine control unit 300 opens the throttle valve 53 during the fuel cut in preparation for a case where the deceleration accompanied by the fuel cut leads to the stop of the operation of the engine 50 by the intermittent stop control and the restart is performed. To adjust the amount of air introduced into the first three-way catalyst 61 and the second three-way catalyst 62. At that time, the opening degree of the throttle valve 53 is controlled so as to increase the oxygen storage amount of the first three-way catalyst 61 to the amount prepared at the time of restart, but the upper limit of the opening degree at that time is set to the upper limit opening degree. Limit to. Therefore, the oxygen storage amount can be adjusted while suppressing the vibration and impact due to the compressive reaction force of air within an allowable range.

(2-3) In the engine control unit 300, the starting rotation speed, which is the engine rotation speed at which the fuel cut is started, is set to a larger value as the oxygen storage amount of the first three-way catalyst 61 is smaller. Therefore, the smaller the oxygen storage amount, the higher the engine rotation speed at which the fuel cut is started. That is, according to the engine control unit 300, the smaller the oxygen storage amount, the more the opportunity to start the fuel cut from the high engine speed and introduce air into the first three-way catalyst 61 and the second three-way catalyst can be secured. ..

This embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
-In the above embodiment, in the determination process, the power consumption when the energization intermittent stop process is executed based on the charge state index value SOC, the maximum output WOUT, and the vehicle speed is transferred to the auxiliary machine without executing the energization intermittent stop process. An example of determining whether or not the power consumption is smaller than the power consumption when energization is continued is shown. The specific method of determination in the determination process can be changed as appropriate.

Whether or not the state in which the operation of the engine 50 is stopped by the intermittent stop control continues can be predicted based on the information on the traveling route of the hybrid vehicle 10. For example, when the hybrid vehicle 10 travels on a long downhill, the state in which the operation of the engine 50 is stopped is likely to continue. Therefore, when it is known that the vehicle travels on a long downhill based on the information on the travel route, the engine 50 continues to be stopped, and the auxiliary equipment is stopped for a long period of time. It can be predicted that it can be continued over.

Therefore, the following configuration can also be adopted.
The control device 100 acquires information on the length of the stop period during which the operation of the engine 50 is stopped, which is calculated based on the information on the travel path of the hybrid vehicle 10. Then, in the determination process, when the length of the stop period is equal to or longer than the specified period, the power consumption when the determination unit 120 executes the energization intermittent stop process goes to the auxiliary machine without executing the energization intermittent stop process. It is judged that the power consumption is smaller than the power consumption when the energization is continued.

Specifically, as shown by the alternate long and short dash line in FIG. 1, in the control device 100 applied to the hybrid vehicle 10 provided with the navigation system 400, information on the traveling route of the hybrid vehicle 10 is acquired from the navigation system 400. Then, the control device 100 acquires the information on the length of the stop period by calculating the length of the stop period in which the state in which the operation of the engine 50 is stopped continues based on the acquired information on the travel route. In the navigation system 400, the length of the stop period in which the operation of the engine 50 is stopped is calculated, and the control device 100 acquires the information regarding the length of the stop period calculated by the navigation system 400. You may.

In this case, instead of the processing of steps S300 and S330 in the routine described with reference to FIG. 5, the determination unit 120 determines whether or not the length of the stop period is equal to or longer than the specified period as the determination processing. judge. Then, when the length of the stop period is longer than the specified period, the determination unit 120 continues to energize the auxiliary machine without executing the energization intermittent stop process because of the power consumption when executing the energization intermittent stop process. It is determined that the power consumption is smaller than that of the case.

According to such a configuration, the power consumption when the energization intermittent stop processing is executed based on the information about the traveling route having a correlation with the continuity of the state in which the operation of the engine 50 is stopped does not execute the energization intermittent stop processing. It can be determined that the power consumption is smaller than the power consumption when the auxiliary machine is continuously energized, and it can be determined whether or not to execute the energization intermittent stop processing.

Further, as shown by the alternate long and short dash line in FIG. 1, when the hybrid vehicle 10 is equipped with the communication device 500 and obtains information on the traveling route of the hybrid vehicle 10 or information on the length of the stop period from a data center or the like. Can also perform the same determination process.

When acquiring information on the traveling route of the hybrid vehicle 10 or information on the length of the stop period from a data center or the like, the hybrid vehicle 10 may be an automatic traveling vehicle that automatically operates according to a command from the data center. .. In particular, in the case of an autonomous vehicle that travels on a predetermined route at a predetermined speed, it is easy to accurately estimate the length of the stop period.

-As described above, when the determination unit 120 acquires the information regarding the length of the stop period and performs the determination process, the energization intermittent stop process for the auxiliary machine other than the air-fuel ratio sensor 83 and the oxygen sensor 84 is performed. The specified period used for determining whether or not the air-fuel ratio sensor 83 and the oxygen sensor 84 can be executed intermittently is made longer than the specified period used for determining whether or not the air-fuel ratio sensor 83 can be executed. If such a configuration is adopted, the condition for executing the energization intermittent stop processing becomes stricter for the sensor for detecting the exhaust state than for another auxiliary machine. That is, according to such a configuration, as in the above embodiment, the energization of the sensor that detects the exhaust state is stopped, and the engine is prevented from being restarted in a state where the preparatory process is not completed. be able to.

-In the control device 100 of the above embodiment, the start of the engine 50 is permitted on condition that the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 is completed. On the other hand, it is also possible to omit the routine of FIG. 3 and adopt a configuration in which the completion of preheating is not a condition for starting the engine 50. Further, in the case of the first start after starting the hybrid vehicle 10, there is a high possibility that the temperature of the element has dropped, so that the preheating is completed only for the first start after the start. May be allowed to start the engine 50 on the condition that.

-In addition, among the auxiliary machines, the air-fuel ratio sensor 83 and the oxygen sensor 84 may adopt a configuration in which the energization intermittent stop processing is not executed. By adopting such a configuration, it is possible to prevent the engine 50 from being restarted in a state where the preheating is not completed.

-In the control device of the above-described embodiment, an example is shown in which preheating is started before shifting from the EV driving mode to the HV driving mode by executing the routine described with reference to FIG. On the other hand, the execution of the routine described with reference to FIG. 4 may be omitted. That is, the preheating of the air-fuel ratio sensor 83 and the oxygen sensor 84 may be executed at the same time as the execution of the preparation process of another auxiliary machine. Further, in this case, the routine described with reference to FIG. 3 may be executed to allow the engine 50 to start on condition that the preheating is completed, or the routine described with reference to FIG. 3 may be executed. May be omitted and the engine 50 may be started without waiting for the preheating to be completed.

A control device 100 shows an example of controlling the throttle valve 53 so as to hold the valve body at the initial position when the intermittent energization stop process is not executed. On the other hand, if the valve body is urged toward the initial position by the urging member, the valve body is controlled to be held in the initial position when the energization intermittent stop processing is not executed. By doing so, the same effect can be obtained. For example, when the valve body of the EGR valve 65 is urged toward the initial position, the valve body of the EGR valve 65 may be controlled to be held at the initial position when the energization intermittent stop processing is not executed. Good.

-Although an example is shown in which the execution condition of the motion diagnosis is that the vehicle speed is equal to or higher than the execution permission vehicle speed, this condition does not necessarily have to be included in the execution condition of the motion diagnosis.
-The energization control unit 110 executes the preparatory process on the condition that the vehicle speed is equal to or higher than the execution permitted vehicle speed in the energization intermittent stop process, and executes the preparatory process when the vehicle speed is less than the execution permitted vehicle speed. It is also possible to adopt a configuration in which the control device 100 restarts the engine by restarting the energization of the auxiliary machine without having to do so. According to such a configuration, the preparatory process is executed on the condition that the vehicle speed is equal to or higher than the permitted vehicle speed. Therefore, it is difficult for the occupant to hear the operation sound of the auxiliary machine due to the preparatory process due to the noise caused by the running. The preparatory process can be executed when it is.

-In addition, a vehicle speed that is a threshold value for allowing restart is set so that the preparatory process is not executed until the operation sound of the auxiliary equipment due to the preparatory process becomes difficult for the occupants to hear, and the vehicle speed is equal to or higher than this threshold value. On the condition that this is the case, the restart in the intermittent stop control may be executed.

According to such a configuration, the engine is restarted on the condition that the vehicle speed is equal to or higher than the threshold vehicle speed. Therefore, the preparatory process to be executed prior to the restart is mixed with the noise caused by running. This can be executed when the operating noise of the auxiliary machine is difficult for the occupant to hear, and the engine 50 can be restarted.

-The auxiliary machine whose energization control unit 110 controls energization is not limited to the auxiliary machine exemplified in the above embodiment. If the hybrid vehicle is equipped with an electric auxiliary machine that prepares for the operation of the engine 50, the same control as in the above embodiment can be adopted.

The control device 100 has been applied to a plug-in hybrid vehicle in which the battery 30 can be charged by an external power source 40, but it may be applied to a non-plug-in type hybrid vehicle.

10 ... Hybrid vehicle, 11 ... 1st motor generator, 12 ... 2nd motor generator, 13 ... Planetary gear mechanism, 14 ... Sun gear, 15 ... Planetary carrier, 16 ... Ring gear, 17 ... Counter drive gear, 18 ... Counter driven gear , 19 ... Reduction gear, 20 ... Final drive gear, 21 ... Final driven gear, 22 ... Differential mechanism, 23 ... Wheels, 24 ... Drive shaft, 30 ... Battery, 31 ... Connector, 40 ... External power supply, 50 ... Engine, 51 ... intake passage, 52 ... air cleaner, 53 ... throttle valve, 54 ... fuel injection valve, 55 ... combustion chamber, 56 ... valve timing change mechanism, 57 ... igniter, 58 ... spark plug, 59 ... crankshaft, 60 ... exhaust passage , 61 ... 1st three-way catalyst, 62 ... second three-way catalyst, 63 ... EGR cooler, 64 ... EGR passage, 65 ... EGR valve, 66 ... intake valve, 67 ... exhaust valve, 70 ... fuel tank, 71 ... fuel Pump, 72 ... filter, 73 ... supply passage, 74 ... electric relief valve, 75 ... return passage, 80 ... crank position sensor, 81 ... water temperature sensor, 82 ... exhaust temperature sensor, 83 ... air fuel ratio sensor, 84 ... oxygen sensor, 85 ... Accelerator position sensor, 86 ... Vehicle speed sensor, 87 ... Fuel pressure sensor, 88 ... Air flow meter, 89 ... Intake pressure sensor, 100 ... Control device, 110 ... Energization control unit, 120 ... Judgment unit, 200 ... Power control unit, 300 ... engine control unit, 400 ... navigation system, 500 ... communication device.

Claims (8)

It is a control device for a hybrid vehicle that is applied to a hybrid vehicle equipped with an engine equipped with an electric auxiliary machine and a motor as a driving force source, and executes intermittent stop control for automatically stopping and restarting the operation of the engine.
An energization control unit that controls energization of the auxiliary machine, and stops energization of the auxiliary machine when the operation of the engine is stopped by the intermittent stop control, and when the engine is restarted. An energization control unit that executes an energization intermittent stop process that executes energization of the auxiliary machine to execute a preparatory process for operating the auxiliary machine in preparation for the operation of the engine.
Execution of determination processing for determining whether or not the power consumption when the energization intermittent stop processing is executed is smaller than the power consumption when the energization of the auxiliary machine is continued without executing the energization intermittent stop processing. Equipped with a judgment unit to
It is determined by the determination unit that the power consumption when the energization intermittent stop processing is executed is smaller than the power consumption when the energization of the auxiliary machine is continued without executing the energization intermittent stop processing. A control device for a hybrid vehicle in which the energization control unit executes the energization intermittent stop processing as a condition. In the determination process, the determination unit determines that the charge state index value, which is the ratio of the remaining charge to the charge capacity of the battery that supplies power to the motor and the auxiliary equipment, is equal to or higher than the specified value, and the charge state index value. When the maximum output of the motor calculated from the above is equal to or greater than the threshold value and the vehicle speed is less than the specified vehicle speed, the power consumption when the energization intermittent stop processing is executed is the power consumption without executing the energization intermittent stop processing. The control device for a hybrid vehicle according to claim 1, wherein the power consumption is determined to be smaller than the power consumption when the auxiliary equipment is continuously energized. By the intermittent stop control calculated based on the information on the traveling route of the hybrid vehicle, the information on the length of the stop period in which the operation of the engine is stopped continues is acquired.
In the determination process, when the length of the stop period is equal to or longer than the specified period, the power consumption when the determination unit executes the energization intermittent stop process is supplemented without executing the energization intermittent stop process. The control device for a hybrid vehicle according to claim 1, wherein the power consumption is determined to be smaller than the power consumption when the machine is continuously energized. It is applied to the hybrid vehicle in which the auxiliary machine includes a heater for heating an element and a sensor for detecting the exhaust state of the engine.
The specified value used for determining whether or not the intermittent energization stop processing for the sensor can be executed is larger than the specified value used for determining whether or not the intermittent energizing stop processing can be executed for an auxiliary machine other than the sensor, and the sensor The threshold value used for determining whether or not the intermittent energization stop processing for the sensor can be executed is larger than the threshold value used for determining whether or not the intermittent energization stop processing can be executed for another auxiliary machine, and is different from the sensor. The control of the hybrid vehicle according to claim 2, wherein the specified vehicle speed used for determining whether or not the intermittent energization stop processing for the sensor can be executed is smaller than the specified vehicle speed used for determining whether or not the intermittent energization stop processing can be executed for the auxiliary machine. apparatus. It is applied to the hybrid vehicle in which the auxiliary machine includes a heater for heating an element and a sensor for detecting the exhaust state of the engine.
According to claim 3, the specified period used for determining whether or not the intermittent energization stop processing for the sensor can be executed is longer than the specified period used for determining whether or not the intermittent energization stop processing can be executed for an auxiliary machine other than the sensor. The hybrid vehicle control device described. Applied to the hybrid vehicle, the auxiliary equipment includes a heater that heats the element and includes a sensor mounted in the exhaust passage.
The hybrid vehicle according to any one of claims 1 to 5, wherein when the intermittent energization stop processing for the sensor is executed, the engine is restarted on condition that the preparatory processing for the sensor is completed. Control device. It is applied to the hybrid vehicle in which the auxiliary machine includes an electric valve for driving a valve body urged toward an initial position by an urging member by an electric actuator.
When the energization intermittent stop processing is not executed, the energization control unit continues to energize the motorized valve during the automatic stop by the intermittent stop control, and controls the electric actuator to position the valve body at the initial position. The hybrid vehicle control device according to any one of claims 1 to 6, which is held in. The energization control unit executes the preparatory process on the condition that the vehicle speed is equal to or higher than the execution permitted vehicle speed in the energization intermittent stop process, and when the vehicle speed is less than the execution permitted vehicle speed, the preparatory process is performed. The control device for a hybrid vehicle according to any one of claims 1 to 7, wherein the power supply to the auxiliary machine is restarted without being executed.