JP2020196317A - Control device - Google Patents

Abstract

To provide a control device securing heating performance of a vehicle.SOLUTION: A control device 10 is applied to a vehicle 100 that is a hybrid vehicle including an air conditioner 40. The vehicle 100 includes an internal combustion engine 20 and a first motor generator 81 as a motor generator. The control device 10 executes intermittent operation control for performing automatic stop and automatic start of an operation of the internal combustion engine 20 and a motoring control for stopping fuel supply to the internal combustion engine 20 and rotating a crank shaft of the internal combustion engine 20 by driving the first motor generator 81, by using an engine control section 11 and a motor control section 12. When a request for performing a heating operation to the air conditioner 40 is made and a temperature of cooling water of the internal combustion engine 20 is lower than a water temperature threshold value, the control device 10 prohibits intermittent stop through the intermittent operation control and prohibits execution of the motoring control to continue the operation of the internal combustion engine 20.SELECTED DRAWING: Figure 1

Description

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

Patent Document 1 discloses a hybrid vehicle in which the fuel supply to the internal combustion engine is stopped and the internal combustion engine is motorized by a motor generator when the vehicle is decelerated.
Further, as an air conditioner mounted on a vehicle, a device that performs heating operation by exchanging heat with cooling water of an internal combustion engine is known.

JP-A-2017-128152

When the fuel supply is stopped and combustion is not performed, the temperature of the cooling water tends to decrease. Therefore, when the vehicle is equipped with an air conditioner that performs heating operation by exchanging heat with cooling water, the temperature inside the vehicle interior is unlikely to rise even if heating operation is performed when combustion is not performed in the internal combustion engine. That is, the heating performance of the air conditioner may not be ensured.

The control device for solving the above problems is a hybrid vehicle having an internal combustion engine and a motor generator as a power source of the vehicle, and an air conditioner having a function of performing a heating operation by exchanging heat with the cooling water of the internal combustion engine. The engine control unit that controls the internal combustion engine and the motor control unit that controls the motor generator are provided, and the operation of the internal combustion engine is automatically stopped and operated by the engine control unit and the motor control unit. A control device that executes intermittent operation control that automatically starts and motoring control that stops fuel supply to the internal combustion engine and rotates the crankshaft of the internal combustion engine by driving the motor generator. When there is a request to perform a heating operation and the temperature of the cooling water is lower than the water temperature threshold, the internal combustion engine prohibits the intermittent stop of the internal combustion engine by the intermittent operation control and prohibits the execution of the motoring control. The gist is to continue the operation of the engine.

According to the above configuration, when there is a request for heating operation and the temperature of the cooling water is lower than the water temperature threshold value, intermittent stop and execution of motoring control are prohibited, and combustion in the internal combustion engine is continued. This makes it easier for the temperature of the cooling water to rise. Therefore, it is possible to prevent the temperature inside the vehicle interior from becoming difficult to rise in the heating operation of the air conditioner that utilizes heat exchange with the cooling water. That is, the heating performance of the air conditioner can be ensured.

In one example of the control device, assuming that the target value of the temperature in the vehicle interior used for operating the air conditioner is the set temperature, the water temperature threshold value is set to a higher value as the set temperature is higher.
According to the above configuration, the timing and period for prohibiting the intermittent stop and prohibiting the execution of the motoring control are adjusted according to the heating performance required for the air conditioner. For example, the higher the set temperature of the air conditioner, the more likely it is that intermittent stop and motoring control are prohibited. Therefore, the temperature of the cooling water is more likely to rise, and the temperature inside the vehicle interior is more likely to rise due to the heating operation. That is, it is possible to secure the heating performance of the air conditioner that matches the heating performance required for the air conditioner.

In one example of the control device, when the braking operation is performed while the motoring control is prohibited, the regenerative braking force is applied to the vehicle by the power generation of the motor generator.
When the execution of the motoring control is prohibited, it is difficult to apply the braking force by the engine brake because the combustion is continued in the internal combustion engine. According to the above configuration, by applying the regenerative braking force by the power generation of the motor generator, it is possible to supplement the braking force applied to the vehicle when the braking operation is performed.

In one example of the control device, when there is a request to perform the heating operation and there is a request to perform the intermittent stop or the motoring control, the temperature of the cooling water becomes lower than the water temperature threshold value, and the intermittent stop and the said. After the motoring control is interrupted, when the temperature of the cooling water becomes equal to or higher than the water temperature threshold value, the intermittent stop and the motoring control are restarted.

According to the above configuration, when the temperature in the vehicle interior is likely to rise due to the heating operation while ensuring the heating performance, the execution of the control can be restarted based on the execution request of the intermittent operation control or the motoring control.

In one example of the above control device, execution of motoring control is required in the following cases. When the internal combustion engine is provided with a catalyst for purifying the exhaust gas in the exhaust passage, the engine control unit requests the execution of the motoring control as a catalyst odor suppressing process for increasing the amount of oxygen contained in the exhaust gas introduced into the catalyst. To do.

Further, in an example of the control device, the engine control unit requests execution of the motoring control as a poisoning elimination process for eliminating the poisoning of the catalyst by hydrocarbons.

The schematic diagram which shows one Embodiment of the control device, and the vehicle to which the control device is applied. The flowchart of the catalyst odor suppression processing executed by the control device which concerns on this embodiment. The flowchart of the poisoning elimination process executed by the control device which concerns on the same embodiment. The flowchart of the heating priority processing executed by the control device which concerns on the same embodiment. The flowchart of the deterioration suppression processing executed by the control device which concerns on the same embodiment.

Hereinafter, an embodiment of the control device will be described with reference to FIGS. 1 to 5.
FIG. 1 shows a vehicle 100 and a control device 10 of the vehicle 100. The vehicle 100 is a so-called hybrid vehicle equipped with an internal combustion engine and a motor generator as a power source for traveling. The vehicle 100 includes an internal combustion engine 20, a power distribution integration mechanism 50 connected to the crankshaft 28 of the internal combustion engine 20, and a first motor generator 81 connected to the power distribution integration mechanism 50. Further, the vehicle 100 includes a second motor generator 82. The second motor generator 82 is connected to the power distribution integration mechanism 50 via the reduction gear 60. The drive wheels 72 of the vehicle 100 are connected to the power distribution integration mechanism 50 via the reduction mechanism 70 and the differential 71.

The power distribution integrated mechanism 50 is a planetary gear mechanism. The power distribution integrated mechanism 50 has a first sun gear 51 of the external gear and a first ring gear 52 of the internal gear coaxially arranged with the first sun gear 51. A plurality of first pinion gears 53 that mesh with both the first sun gear 51 and the first ring gear 52 are arranged between the first sun gear 51 and the first ring gear 52. Each first pinion gear 53 is supported by the carrier 54 in a state where it can rotate and revolve freely. A first motor generator 81 is connected to the first sun gear 51. A crankshaft 28 is connected to the carrier 54. A ring gear shaft 55 is connected to the first ring gear 52. The reduction gear 60 and the reduction mechanism 70 are connected to the ring gear shaft 55 of the power distribution integration mechanism 50.

The reduction gear 60 is a planetary gear mechanism. The reduction gear 60 has a second sun gear 61 of the external gear and a second ring gear 62 of the internal gear coaxially arranged with the second sun gear 61. A plurality of second pinion gears 63 that mesh with both the second sun gear 61 and the second ring gear 62 are arranged between the second sun gear 61 and the second ring gear 62. Each second pinion gear 63 is rotatable but unable to revolve. A second motor generator 82 is connected to the second sun gear 61. A ring gear shaft 55 is connected to the second ring gear 62.

The vehicle 100 includes a battery 85, and a first inverter 83 and a second inverter 84 connected to the battery 85. The first inverter 83 is connected to the first motor generator 81. The second inverter 84 is connected to the second motor generator 82.

When the output of the internal combustion engine 20 is input to the carrier 54 via the crankshaft 28, the output is distributed to the first sun gear 51 side and the first ring gear 52 side. By inputting the output of the internal combustion engine 20 to the first motor generator 81 connected to the first sun gear 51, the vehicle 100 can generate electricity by the first motor generator 81.

The first motor generator 81 also functions as an electric motor. When the first motor generator 81 is made to function as an electric motor, the output of the first motor generator 81 is input to the first sun gear 51. The output of the first motor generator 81 input to the first sun gear 51 is distributed to the carrier 54 side and the first ring gear 52 side. The vehicle 100 can rotate the crankshaft 28 by the output of the first motor generator 81 input to the carrier 54. The first motor generator 81 is a motor generator capable of inputting output torque to the crankshaft 28.

The first motor generator 81 transfers electric power to and from the battery 85 via the first inverter 83.
The second motor generator 82 can function as a generator. When the vehicle 100 is decelerated, the second motor generator 82 functions as a generator, so that a regenerative braking force corresponding to the amount of power generated by the second motor generator 82 is generated.

The second motor generator 82 also functions as an electric motor. When the second motor generator 82 is made to function as an electric motor, the output of the second motor generator 82 is input to the drive wheels 72 via the reduction gear 60, the ring gear shaft 55, the reduction mechanism 70, and the differential 71. That is, the vehicle 100 can travel by rotating the drive wheels 72 by driving the second motor generator 82.

The second motor generator 82 transfers electric power to and from the battery 85 via the second inverter 84.
As shown in FIG. 1, the internal combustion engine 20 has a cylinder 24. The internal combustion engine 20 includes a piston housed in a cylinder 24. The piston is connected to the crankshaft 28 via a connecting rod. The piston reciprocates in the cylinder 24 in conjunction with the rotation of the crankshaft 28. In the cylinder 24, the space above the piston is a combustion chamber.

The internal combustion engine 20 includes an intake passage 21 for introducing intake air into the combustion chamber. The internal combustion engine 20 includes a throttle valve 22 provided in the intake passage 21. The throttle valve 22 adjusts the flow rate of the intake air flowing through the intake passage 21 according to the opening degree thereof. The internal combustion engine 20 includes a fuel injection valve 23 that injects fuel supplied from the fuel tank. The fuel injection valve 23 is provided in the intake passage 21.

The internal combustion engine 20 includes an ignition device 25 that ignites a mixture of fuel and intake air introduced into a combustion chamber by spark discharge. The internal combustion engine 20 includes an exhaust passage 31 that exhausts the air-fuel mixture burned in the combustion chamber as exhaust gas.

The internal combustion engine 20 includes a catalyst device 32 in the exhaust passage 31 for purifying the exhaust gas flowing through the exhaust passage 31. A three-way catalyst for purifying exhaust gas is supported on the catalyst device 32. The internal combustion engine 20 includes a filter 33 for collecting particulate matter on the downstream side of the catalyst device 32 in the exhaust passage 31. A three-way catalyst similar to that of the catalyst device 32 is supported on the filter 33.

The internal combustion engine 20 includes a water jacket 29 which is a water channel for circulating cooling water around the cylinder 24. The internal combustion engine 20 is provided with an outflow port 42 for flowing cooling water from the water jacket 29 and an inflow port 43 for flowing cooling water into the water jacket 29. The internal combustion engine 20 includes a radiator water channel 47 that connects the outlet 42 and the inlet 43. A radiator 48 mounted on the vehicle 100 is arranged in the radiator waterway 47. An electronic thermostat 45 and an electric water pump 46 are arranged in order on the inlet 43 side of the radiator water channel 47 with respect to the radiator 48.

When the water pump 46 is driven with the thermostat 45 open, the cooling water flows out from the water jacket 29 to the radiator water channel 47 through the outflow port 42, and from the radiator water channel 47 through the inflow port 43. A flow in which cooling water flows into the water jacket 29 is formed. When the cooling water flowing through the radiator water channel 47 passes through the radiator 48, heat exchange is performed between the outside air and the cooling water to cool the cooling water. On the other hand, when the thermostat 45 is closed, the cooling water is not introduced into the radiator 48.

Further, one end of the heater water channel 41 is connected to the outlet 42. The other end of the heater water channel 41 is connected between the thermostat 45 and the water pump 46 in the radiator water channel 47. A heater core 44 is arranged in the heater water channel 41.

When the water pump 46 is driven, cooling water flows out from the water jacket 29 to the heater water channel 41 through the outflow port 42 and is cooled to the water jacket 29 through the inflow port 43 regardless of the open / closed state of the thermostat 45. A flow of water is formed. When the cooling water flowing through the heater water passage 41 passes through the heater core 44, heat exchange is performed between the air in the vehicle interior and the cooling water to warm the air.

The vehicle 100 includes an air conditioner 40 that regulates the temperature inside the vehicle interior. The air conditioner 40 includes a heater core 44 that exchanges heat with cooling water, a blower that blows air warmed by the heater core 44, and a room temperature sensor that detects the temperature inside the vehicle interior.

The vehicle 100 includes an air-conditioning operation panel 99 for switching the operating state of the air-conditioning device 40. The air conditioning operation panel 99 is composed of, for example, a switch, a lever, a panel, or the like that can be operated by the passenger of the vehicle 100. The air conditioning operation panel 99 is connected to the control device 10. When the air conditioning operation panel 99 is operated, a signal corresponding to the operation is input to the control device 10. The air-conditioning operation panel 99 can be used to operate, for example, the start and end of operation of the air-conditioning device 40. Further, the air conditioner operation panel 99 can switch the air conditioner 40 to the heating operation or the cooling operation. Further, the air conditioning operation panel 99 can be used to change the set temperature, which is a target value of the temperature inside the vehicle interior of the vehicle 100. That is, the air-conditioning operation panel 99 inputs the passenger's request regarding the operation of the air-conditioning device 40 to the control device 10.

The vehicle 100 and the internal combustion engine 20 include various sensors. In FIG. 1, as examples of various sensors, an accelerator opening sensor 91, an air flow meter 92, a throttle sensor 93, a crank angle sensor 94, a water temperature sensor 95, a first air-fuel ratio sensor 96, and a second sky The fuel ratio sensor 97 and the exhaust temperature sensor 98 are shown. The detection signals from the various sensors are input to the control device 10.

The control device 10 calculates the accelerator opening degree AC as the operation amount of the accelerator pedal based on the detection signal input from the accelerator opening degree sensor 91. The control device 10 calculates the intake air amount GA as the amount of air passing through the intake passage 21 based on the detection signal input from the air flow meter 92. The control device 10 calculates the throttle opening degree TA as the opening degree of the throttle valve 22 based on the detection signal input from the throttle sensor 93.

The control device 10 detects the rotation angle of the crankshaft 28 based on the detection signal input from the crank angle sensor 94, and calculates the engine rotation speed NE. The control device 10 calculates the cooling water temperature TW as the temperature of the cooling water circulating in the water jacket 29 of the internal combustion engine 20 based on the detection signal input from the water temperature sensor 95.

The control device 10 calculates the exhaust air-fuel ratio based on the detection signals input from the first air-fuel ratio sensor 96 and the second air-fuel ratio sensor 97. The control device 10 can also calculate the amount of oxygen in the exhaust gas based on the detection signal input from the first air-fuel ratio sensor 96. The first air-fuel ratio sensor 96 is arranged on the upstream side of the catalyst device 32 in the exhaust passage 31. The second air-fuel ratio sensor 97 is arranged on the downstream side of the catalyst device 32 in the exhaust passage 31 and on the upstream side of the filter 33. The control device 10 calculates the exhaust temperature TE based on the detection signal input from the exhaust temperature sensor 98. The exhaust temperature sensor 98 is arranged on the downstream side of the catalyst device 32 in the exhaust passage 31 and on the upstream side of the filter 33. Further, the control device 10 calculates the catalyst temperature TC as the temperature of the catalyst device 32 based on the exhaust temperature TE.

The control device 10 includes an engine control unit 11 that controls the internal combustion engine 20 and a motor control unit 12 that controls the first and second motor generators 81 and 82 as functional units. Further, the control device 10 includes an air conditioning control unit 13 that controls the operation of the air conditioning device 40.

The air conditioning control unit 13 controls the air conditioning device 40 based on the input from the air conditioning operation panel 99. The air conditioning control unit 13 adjusts the temperature inside the vehicle interior by, for example, switching the opening and closing of the thermostat 45, adjusting the rotation speed of the water pump 46, and adjusting the amount of air blown in the air conditioner 40.

The engine control unit 11 calculates the required injection amount as the required value of the fuel injected from the fuel injection valve 23 based on the accelerator opening degree AC, the intake air amount GA, the engine speed NE, and the like. The engine control unit 11 causes fuel injection from the fuel injection valve 23 based on the required injection amount. When the air-fuel mixture is burned in the cylinder 24, the engine control unit 11 causes the ignition device 25 to perform spark discharge at the timing when the piston reaches the vicinity of the compression top dead center.

The engine control unit 11 executes the fuel cut control when the fuel cut condition is satisfied during the operation of the internal combustion engine 20. The fuel cut control is such that the fuel injection from the fuel injection valve 23 is stopped to prevent combustion in the cylinder 24 when the vehicle 100 is running and the crankshaft 28 of the internal combustion engine 20 is rotating. It is a process to make. It is determined that the fuel cut condition is satisfied, for example, when the accelerator opening AC is "0" and the vehicle speed VS is equal to or higher than the specified implementation speed. In this case, the fuel cut condition is satisfied when the accelerator opening AC becomes "0" or more and the vehicle 100 is required to be reaccelerated, or when the vehicle speed VS becomes lower than the specified return speed. Is not judged.

When the state where the fuel cut condition is not satisfied is changed to the state where the fuel cut condition is satisfied, the engine control unit 11 requests the execution of the fuel cut control. The engine control unit 11 stops the spark discharge by the ignition device 25 and stops the fuel injection from the fuel injection valve 23. When the spark discharge and fuel injection are stopped, the combustion of the air-fuel mixture in the cylinder 24 is stopped. When the state in which the fuel cut condition is satisfied shifts to the state in which the fuel cut condition is not satisfied, the engine control unit 11 restarts the spark discharge by the ignition device 25 and restarts the fuel injection from the fuel injection valve 23.

The motor control unit 12 controls the drive of the first motor generator 81 and the second motor generator 82. Further, the motor control unit 12 can acquire the state of the battery 85. The motor control unit 12 calculates the remaining capacity SOC as an index of the remaining battery level based on the acquired information.

The control device 10 can select the HV traveling mode or the EV traveling mode as the traveling mode for traveling the vehicle 100, and can switch the power source of the vehicle 100 by the engine control unit 11 and the motor control unit 12. The HV traveling mode is a traveling mode in which the internal combustion engine 20 and the first motor generator 81 are used as the power source of the vehicle 100. The EV traveling mode is a traveling mode in which the second motor generator 82 is used as a power source for the vehicle 100. For example, the control device 10 selects the EV traveling mode when the remaining capacity SOC of the battery 85 is equal to or higher than a predetermined value. When the remaining battery capacity is consumed by the EV driving mode and the remaining capacity SOC becomes less than a predetermined value, the HV driving mode is selected.

When the HV traveling mode is selected, the control device 10 executes intermittent operation control for automatically stopping and automatically starting the operation of the internal combustion engine 20. That is, when the condition for automatically stopping the internal combustion engine 20 is satisfied while the intermittent operation control is being executed, the control device 10 requests the intermittent stop and stops the internal combustion engine 20.

The control device 10 is a motor that stops the spark discharge by the ignition device 25 and the fuel injection from the fuel injection valve 23, and rotates the crankshaft 28 by driving the first motor generator 81 in a state where the spark discharge and the fuel injection are stopped. Perform ring control. The control device 10 executes the motoring control when the execution of the motoring control is requested.

In the present embodiment, the water pump 46 continues to be driven even when the operation of the internal combustion engine 20 is stopped. Further, the thermostat 45 is closed during the execution of the motoring control.

Next, an example in which the execution of motoring control is required in the present embodiment will be described with reference to FIGS. 2 and 3.
In the catalyst device 32 arranged in the exhaust passage 31, the sulfur component contained in the fuel is occluded in the catalyst. When the sulfur component is reduced to hydrogen sulfide and released from the catalyst, a sulfur odor may be generated. In the following, the sulfur odor of exhaust gas may be referred to as a catalyst odor. The control device 10 executes a catalyst odor suppressing process for suppressing the catalyst odor. The control device 10 requires the execution of motoring control in the catalyst odor suppression process.

The catalyst odor suppression treatment will be described with reference to FIG. This processing routine is repeatedly executed at predetermined intervals when the vehicle speed VS is equal to or lower than a predetermined vehicle speed. When this processing routine is started, first, in step S201, it is determined whether or not the catalyst odor generation condition is satisfied. The catalyst odor is likely to be generated when the oxygen introduced into the catalyst device 32 is insufficient. For example, when the amount of oxygen in the exhaust gas is below the specified threshold value, it can be determined that the catalyst odor generation condition is satisfied. If the catalyst odor generation condition is not satisfied (S201: NO), this processing routine is temporarily terminated.

On the other hand, when the catalyst odor generation condition is satisfied (S201: YES), the process proceeds to step S202. In step S202, it is determined whether or not intermittent stop is being executed. When the intermittent stop is being executed, the introduction of the exhaust gas to the catalyst device 32 is temporarily stopped by the automatic stop of the internal combustion engine 20, so that the catalyst odor is less likely to be generated. Therefore, when the intermittent stop is being executed (S202: YES), this processing routine is terminated.

On the other hand, when the intermittent stop is not being executed (S202: NO), the process proceeds to step S203. In step S203, the control device 10 requests the execution of motoring control. After that, this processing routine is terminated.

In the catalyst device 32 arranged in the exhaust passage 31, HC poisoning in which hydrocarbons contained in the exhaust adhere to the catalyst may occur. HC poisoning is a factor that reduces the purification performance of the catalyst device 32. The control device 10 executes a poisoning elimination process for eliminating HC poisoning. The control device 10 requests the execution of motoring control in the poisoning elimination process.

The poisoning elimination treatment will be described with reference to FIG. This processing routine is repeatedly executed at predetermined intervals when the vehicle speed VS is equal to or lower than a predetermined vehicle speed. When this processing routine is started, first, in step S301, it is determined whether or not the HC poisoning condition is satisfied. HC poisoning tends to progress if the exhaust air-fuel ratio continues to be rich. For example, when the state in which the exhaust air-fuel ratio is rich continues for a specified time or longer, it can be determined that the HC poisoning condition is satisfied. If the HC poisoning condition is not satisfied (S301: NO), this processing routine is temporarily terminated.

When the HC poisoning condition is satisfied (S301: YES), the process proceeds to step S302. In step S302, it is determined whether or not the required output can be secured even if the operation of the internal combustion engine 20 is stopped. For example, when the second motor generator 82 functions as an electric motor, the value obtained by subtracting the required output PW from the estimated output PWm of the second motor generator 82 estimated from the remaining amount of the battery 85 is equal to or more than the specified residual capacity determination value. The required output PW can be secured even if the operation of the internal combustion engine 20 is stopped because there is a margin in the remaining capacity SOC. On the other hand, when the value obtained by subtracting the required output PW from the estimated output PWm is smaller than the specified residual capacity determination value, the required output PW may not be satisfied if the operation of the internal combustion engine 20 is stopped due to the small remaining capacity SOC. If the required output cannot be secured when the operation of the internal combustion engine 20 is stopped (S302: NO), this processing routine is terminated.

On the other hand, when the required output can be secured even if the operation of the internal combustion engine 20 is stopped (S302: YES), the process shifts to step S303. In step S303, the control device 10 requests the execution of motoring control. After that, this processing routine is terminated. The motoring control required to be executed in the poisoning elimination process is terminated when the state in which the exhaust air-fuel ratio is rich is eliminated. The motoring control in the detoxification treatment is executed for a shorter period of time than the motoring control in the catalytic odor suppression treatment.

Subsequently, the heating priority process executed by the control device 10 will be described. The heating priority process is a process that does not start the execution of the motoring control when a predetermined condition is satisfied even when the execution of the motoring control is required.

The heating priority process will be described with reference to FIG. This processing routine is repeatedly executed at predetermined intervals. When this processing routine is started, first, in step S101, it is determined whether or not there is a request for heating operation. In the present embodiment, it is determined that there is a request for the heating operation when the operation for performing the heating operation is performed by the air conditioning operation panel 99. If there is no request for heating operation (S101: NO), this processing routine is temporarily terminated. On the other hand, when there is a request for heating operation (S101: YES), the process shifts to step S102.

In step S102, it is determined whether or not the cooling water temperature TW is smaller than the water temperature threshold value TWth. The water temperature threshold value TWth is set to a value calculated in advance by an experiment or the like as a threshold value that can secure the heating performance of the air conditioner 40 if the cooling water temperature TW is equal to or higher than the water temperature threshold value TWth. When the cooling water temperature TW is equal to or higher than the water temperature threshold value TWth (S102: NO), the process proceeds to step S103.

In step S103, the control device 10 permits motoring control. When the motoring control is permitted, the execution of the motoring control is started when the execution of the motoring control is requested. When the process of step S103 is executed, the process shifts to step S104.

In step S104, the control device 10 allows the internal combustion engine 20 to stop intermittently. When intermittent stop is permitted, the operation of the internal combustion engine 20 may be automatically stopped by executing the intermittent operation control. When the process of step S104 is executed, this process routine is terminated.

On the other hand, in the process of step S102, when the cooling water temperature TW is smaller than the water temperature threshold value TWth (S102: YES), the process is shifted to step S105. In step S105, the control device 10 prohibits motoring control. When the motoring control is prohibited, the execution of the motoring control is not started even if the execution of the motoring control is requested. Further, if the motoring control is prohibited while the motoring control is being executed, the motoring control is interrupted and combustion is restarted in the internal combustion engine 20. When the process of step S105 is executed, the process shifts to step S106.

In step S106, the control device 10 prohibits the intermittent stop of the internal combustion engine 20. When the intermittent stop is prohibited, the control device 10 does not execute the intermittent operation control. Alternatively, when the intermittent stop is prohibited, the control device 10 does not automatically stop the internal combustion engine 20 even if the condition for automatically stopping the internal combustion engine 20 is satisfied during the execution of the intermittent operation control. Further, if the intermittent stop is prohibited when the intermittent stop is being executed, the intermittent stop is interrupted and the internal combustion engine 20 is restarted. When the process of step S106 is executed, this process routine is terminated.

When the braking operation is performed when the motoring control is prohibited, the control device 10 causes the second motor generator 82 to function as a generator, so that the regenerative braking force according to the amount of power generated by the second motor generator 82 is generated. Is given to the vehicle 100.

Further, the control device 10 executes the deterioration suppressing process. In the catalyst device 32, when the catalyst temperature rises excessively, the catalyst deteriorates and the purification performance deteriorates. The deterioration suppressing treatment is a treatment for suppressing deterioration of the catalyst by suppressing an excessive rise in the catalyst temperature. Even in the deterioration suppression process, the execution of motoring control may be prohibited. Further, when a predetermined condition is satisfied, the execution of the motoring control may be permitted without the execution of the motoring control being prohibited.

The deterioration suppressing process will be described with reference to FIG. This processing routine is repeatedly executed at predetermined intervals when the vehicle speed VS is equal to or lower than a predetermined vehicle speed. When this processing routine is started, first, in step S401, it is determined whether or not the catalyst temperature TC is larger than the overheating determination value TCth. The overheated determination value TCth is set to a value calculated in advance by an experiment or the like as a threshold value for detecting that the catalyst temperature TC may rise excessively. When the catalyst temperature TC is larger than the overheating determination value TCth (S401: YES), the process proceeds to step S402.

In step S402, it is determined whether or not the remaining capacity SOC is smaller than the storage threshold SOCth. The storage threshold SOCth is set as a threshold for stopping charging of the battery 85 when the remaining capacity SOC exceeds the storage threshold SOCth. When the remaining capacity SOC is smaller than the storage threshold SOCth, the second motor generator 82 can be driven as a generator to charge the battery 85. That is, when the remaining capacity SOC is smaller than the storage threshold SOCth, the regenerative braking force associated with the power generation of the second motor generator 82 can be applied to the vehicle 100. When the remaining capacity SOC is less than the storage threshold SOCth (S402: YES), the process proceeds to step S403.

In step S403, the control device 10 prohibits fuel cut control. When the fuel cut control is prohibited, the execution of the fuel cut control is not started even if the fuel cut condition is satisfied. When fuel cut control is prohibited, execution of motoring control accompanied by stop of fuel injection is also prohibited. When the fuel cut control is prohibited, the process shifts to step S404.

In step S404, the control device 10 shifts the internal combustion engine 20 to idle operation. That is, the engine speed NE of the internal combustion engine 20 is maintained at idle rotation to continue the operation of the internal combustion engine 20. When the internal combustion engine 20 shifts to idle operation, this processing routine ends.

On the other hand, when the catalyst temperature TC is equal to or lower than the overheating determination value TCth in the process of step S401 (S401: NO), the process is shifted to step S405. Further, even when the remaining capacity SOC in the process in step S402 is equal to or higher than the storage threshold SOCth (S402: NO), the process is shifted to step S405. In step S405, the control device 10 executes normal control. That is, the execution of motoring control is permitted without prohibiting fuel cut control. After that, this processing routine is terminated.

The operation of this embodiment will be described.
According to the heating priority process executed by the control device 10, when there is a request for heating operation (S101: YES) and the cooling water temperature TW is smaller than the water temperature threshold TWth (S102: YES), the execution of motoring control is prohibited. (S105). Further, intermittent stoppage is prohibited (S106). At this time, if the motoring control is being executed, the motoring control is interrupted and combustion is restarted in the internal combustion engine 20. At this time, if the intermittent stop is being executed, the intermittent stop is interrupted and the internal combustion engine 20 is restarted. Combustion is continued in the internal combustion engine 20 by prohibiting the execution of the motoring control and the intermittent stop. As the combustion continues, the cooling water temperature TW of the cooling water flowing through the water jacket 29 rises. Then, when the cooling water temperature TW becomes equal to or higher than the water temperature threshold value TWth (S102: NO), the execution of the motoring control and the intermittent stop are permitted (S103, S104). At this time, if the execution of the motoring control is required, the motoring control is restarted. Further, when the execution condition of the intermittent stop is satisfied, the intermittent stop is restarted.

Further, in the catalyst odor suppression process executed by the control device 10, when the amount of oxygen in the exhaust is below the threshold value (S201: YES) and the intermittent operation control is not being executed (S202: NO), the motoring control is executed. Is required (S203).

Further, in the poisoning elimination process executed by the control device 10, the state in which the exhaust air-fuel ratio is rich continues for a specified time or longer (S301: YES), and the required output is secured even if the operation of the internal combustion engine 20 is stopped. If possible (S302: YES), execution of motoring control is required (S303).

Further, in the deterioration suppressing process executed by the control device 10, when the catalyst temperature TC is larger than the overheating determination value TCth (S401: YES) and the remaining capacity SOC is smaller than the storage threshold SOCth (S402: YES), the fuel Cut control is prohibited (S403).

On the other hand, when the catalyst temperature TC is equal to or less than the overheating determination value TCth (S401: NO), or when the catalyst temperature TC is larger than the overheating determination value TCth but the remaining capacity SOC is equal to or more than the storage threshold SOCth. (S402: NO) In the deterioration suppression process, execution of motoring control is permitted without prohibiting fuel cut control (S405).

The effect of this embodiment will be described.
(1) When the intermittent stop and the execution of the motoring control are prohibited by the heating priority process, the motoring control is not executed even if the execution of the motoring control is requested. Therefore, combustion continues in the internal combustion engine 20. As a result, the cooling water temperature TW tends to rise. Since the cooling water temperature TW tends to be high, it is possible to prevent the temperature inside the vehicle interior from becoming difficult to rise when the air conditioner 40 that performs the heating operation by utilizing heat exchange with the cooling water is operated. That is, when there is a request for heating operation, even if the execution of motoring control is requested, raising the temperature in the vehicle interior is prioritized over the execution of motoring control. As a result, the heating performance of the air conditioner 40 can be ensured.

(2) In the heating priority process, when the execution of the intermittent operation control and the motoring control is prohibited and the cooling water temperature TW becomes equal to or higher than the water temperature threshold value TWth, the intermittent stop and the execution of the motoring control are permitted. As a result, when there is a demand for heating operation, the heating performance is ensured to suppress discomfort to the passengers of the vehicle 100, and when the temperature inside the vehicle tends to rise, intermittent stop or motoring is performed. Execution of the control can be resumed based on the execution request of the control.

(3) When the execution of the motoring control is prohibited by the heating priority process, it is difficult to apply the braking force by the engine brake because the combustion is continued in the internal combustion engine 20. In this respect, in the above embodiment, by applying the regenerative braking force by the power generation of the second motor generator 82, the braking force applied to the vehicle 100 when the braking operation is performed can be supplemented.

(4) When the motoring control is executed by the catalyst odor suppression treatment, fresh air is introduced into the catalyst device 32. Therefore, the amount of oxygen introduced into the catalyst device 32 is increased. Thereby, the generation of the catalyst odor can be suppressed.

(5) When the motoring control is executed by the poison elimination process, fresh air passes through the exhaust passage 31. Therefore, it is possible to eliminate the state where the exhaust air-fuel ratio is rich. Thereby, the HC poisoning of the catalyst can be eliminated.

(6) When the motoring control is prohibited by shifting to idle operation by the deterioration suppressing process, it is possible to suppress an increase in the amount of oxygen introduced into the catalyst device 32 as the exhaust temperature TE decreases. Therefore, an increase in the catalyst temperature TC can be suppressed, and an excessively high catalyst temperature TC can be suppressed. As a result, deterioration of the catalyst caused by excessive temperature rise of the catalyst can be suppressed.

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 heating priority treatment in the above embodiment, a value calculated in advance by an experiment or the like is set as the water temperature threshold value TWth. The water temperature threshold TWth may be changed depending on the operating state of the vehicle 100 or the internal combustion engine 20.

When the water temperature threshold TWth is a variable value, the higher the set temperature of the air conditioner 40, the higher the water temperature threshold TWth. In this case, the timing and period for prohibiting the intermittent stop and prohibiting the execution of the motoring control are adjusted according to the heating performance required for the air conditioner 40. For example, when the set temperature of the air conditioner is high, intermittent stop and motoring control are likely to be prohibited. Therefore, the temperature of the cooling water tends to rise, and the temperature inside the vehicle interior tends to rise due to the heating operation. That is, the heating performance of the air conditioner 40 can be ensured.

In the heating priority treatment in the above embodiment, intermittent stop and motoring control are prohibited when the cooling water temperature TW is smaller than the water temperature threshold TWth, and intermittent stop and motoring control are prohibited when the cooling water temperature TW is equal to or higher than the water temperature threshold TWth. Is allowed. That is, when the cooling water temperature TW rises after the intermittent stop and motoring control are prohibited, the intermittent stop and motoring control are permitted. Instead, intermittent stop and motoring control are prohibited when the cooling water temperature TW is smaller than the water temperature threshold value TWth, and intermittent stop and motoring control are prohibited when the period during which intermittent stop and motoring control are prohibited exceeds the specified period. Stopping and motoring control may be allowed. It can be estimated that the longer the period during which intermittent stop and motoring control are prohibited, the higher the cooling water temperature TW, and the more the heating performance can be ensured. Therefore, even with this configuration, intermittent stop and motoring control can be restarted when the temperature inside the vehicle interior tends to rise, as in the above embodiment.

-In the catalyst odor suppression treatment in the above embodiment, it is determined that the catalyst odor generation condition is satisfied when the amount of oxygen in the exhaust gas is below the specified threshold value. When the amount of the sulfur component introduced into the catalyst device 32 can be detected, it can be determined that the catalyst odor generation condition is satisfied when the amount of the sulfur component is large.

-In the above embodiment, the catalyst temperature TC was calculated based on the exhaust temperature TE. The catalyst temperature TC can also be calculated based on the cooling water temperature TW, the intake air amount GA, the fuel injection amount from the fuel injection valve 23, and the like.

-The catalyst odor suppression treatment and the poisoning elimination treatment in the above embodiment are examples in which the execution of motoring control is required. The execution of the motoring control may be required by a process flow different from the catalyst odor suppression process and the detoxification process. When motoring control is prohibited in the heating priority process, the motoring control is not started even if the motoring control is requested by the flow of other processes, not limited to the request by the catalyst odor suppression process and the poison elimination process. ..

-In the above embodiment, the control device 10 repeatedly executes the processing routines shown in FIGS. 2, 3 and 5 at predetermined intervals when the vehicle speed VS is equal to or lower than the predetermined vehicle speed. The conditions under which execution of each processing routine is started are not limited to this. Each of the processing routines shown in FIGS. 2, 3 and 5 may be repeatedly executed at predetermined cycles, for example, when the accelerator pedal is not operated.

The configuration of the air conditioner 40 included in the vehicle 100 of the above embodiment is an example. Any air conditioner that performs a heating operation using the heat generated by the combustion of the internal combustion engine 20 can achieve the same effect as that of the above embodiment by performing the heating priority process.

-In the above embodiment, the vehicle 100 is illustrated in FIG. 1 as an example of the hybrid vehicle. The hybrid vehicle to which the control device 10 is applied may employ a system different from the system included in the vehicle 100 as long as it includes a motor generator capable of inputting output torque to the crankshaft 28 of the internal combustion engine 20. ..

10 ... Control device, 11 ... Engine control unit, 12 ... Motor control unit, 13 ... Air conditioning control unit, 20 ... Internal combustion engine, 21 ... Intake passage, 22 ... Throttle valve, 23 ... Fuel injection valve, 24 ... Cylinder, 25 ... Ignition device, 28 ... Crank shaft, 29 ... Water jacket, 31 ... Exhaust passage, 32 ... Catalyst device, 33 ... Filter, 40 ... Air conditioner, 41 ... Heater channel, 42 ... Outlet, 43 ... Inlet, 44 ... Heater core , 45 ... Thermostat, 46 ... Water pump, 47 ... Radiator channel, 48 ... Radiator, 72 ... Drive wheels, 81 ... 1st motor generator, 82 ... 2nd motor generator, 83 ... 1st inverter, 84 ... 2nd inverter, 85 ... Battery, 91 ... Accelerator opening sensor, 92 ... Air flow meter, 93 ... Throttle sensor, 94 ... Crank angle sensor, 95 ... Water temperature sensor, 96 ... 1st air fuel ratio sensor, 97 ... 2nd air fuel ratio sensor, 98 ... Exhaust temperature sensor, 99 ... Air conditioning control panel, 100 ... Vehicle.

Claims (6)

It is applied to a hybrid vehicle having an internal combustion engine and a motor generator as a power source of the vehicle, and an air conditioner having a function of performing a heating operation by exchanging heat with the cooling water of the internal combustion engine.
An engine control unit that controls the internal combustion engine and a motor control unit that controls the motor generator are provided.
The internal combustion engine is operated by intermittent operation control in which the engine control unit and the motor control unit automatically stop and automatically start the operation of the internal combustion engine, and by stopping the fuel supply to the internal combustion engine and driving the motor generator. It is a control device that executes motoring control that rotates the crankshaft of the engine.
When there is a request to perform the heating operation and the temperature of the cooling water is lower than the water temperature threshold value, the intermittent stop of the internal combustion engine by the intermittent operation control is prohibited, and the execution of the motoring control is prohibited to execute the internal combustion control. A control device that keeps the engine running. Assuming that the target value of the temperature inside the vehicle interior used for operating the air conditioner is the set temperature,
The control device according to claim 1, wherein the water temperature threshold value is set to a higher value as the set temperature is higher. If a braking operation is performed while the motoring control is prohibited,
The control device according to claim 1 or 2, wherein a regenerative braking force is applied to the vehicle by the power generation of the motor generator. When there is a request to perform the heating operation and there is a request to perform the intermittent stop or the motoring control.
When the temperature of the cooling water becomes equal to or higher than the water temperature threshold after the intermittent stop and the motoring control are interrupted when the temperature of the cooling water becomes lower than the water temperature threshold, the intermittent stop and the motoring The control device according to any one of claims 1 to 3, wherein control is resumed. The internal combustion engine is provided with a catalyst for purifying exhaust gas in an exhaust passage.
The control device according to any one of claims 1 to 4, wherein the engine control unit requires execution of the motoring control as a catalyst odor suppression process for increasing the amount of oxygen contained in the exhaust gas introduced into the catalyst. The internal combustion engine is provided with a catalyst for purifying exhaust gas in an exhaust passage.
The control device according to any one of claims 1 to 5, wherein the engine control unit requires execution of the motoring control as a poisoning elimination process for eliminating the poisoning of the catalyst by hydrocarbons.