JP2023104588A - Control device for hybrid vehicle - Google Patents

Abstract

To inhibit deterioration of combustion characteristics and deterioration of exhaust characteristics of an engine while engine control for warming up a catalyst is performed.SOLUTION: A control device 50 is applied to a hybrid vehicle 10 which includes an engine 11, a motor generator 13, and a transmission 14 and in which a catalyst 35 is disposed in an exhaust passage 28 of the engine 11. The control device 50 includes an execution device 51 which controls operation of the engine 11 so that engine power becomes an engine power target value when the catalyst 35 is warmed up. The execution device 51 executes a setting process in which the engine power target value is set according to an engine rotation number.SELECTED DRAWING: Figure 1

Description

The present invention relates to a hybrid vehicle control device.

A catalyst is provided in the exhaust passage of the engine of the hybrid vehicle disclosed in Patent Document 1. When warming up the catalyst, the control device of the hybrid vehicle performs engine control to keep the target value of the engine power constant.

JP 2014-210566 A

When the operating state of the engine is included in the first operating region in which the engine speed is high and the engine load factor is low, the combustion characteristics of the engine may deteriorate. On the other hand, when the operating state of the engine is included in the second operating region in which the engine speed is low and the engine load factor is high, there is a possibility that the exhaust gas properties of the engine will deteriorate.

By the way, as a hybrid vehicle, there is a vehicle that includes a motor generator connected to a crankshaft of an engine, and a transmission arranged between the motor generator and drive wheels in a power transmission path. In such a hybrid vehicle, when the gear ratio of the transmission is changed or the rotational speed of the drive wheels is changed, the load acting on the engine changes. When the operation of the engine is controlled so that the engine power is constant, if the load acting on the engine changes in this way, the engine speed will change.

In such a hybrid vehicle, the above-described engine control may be performed in order to warm up the catalyst even while the vehicle is running. If the target value of the engine power is kept constant by executing the engine control, when the load acting on the engine fluctuates due to changes in the gear ratio of the transmission or changes in the rotation speed of the drive wheels, etc. Since the engine speed changes, the operating state of the engine changes. For example, when the load acting on the engine decreases, the engine speed increases and the operating state of the engine shifts to the first operating region, which may deteriorate the combustion characteristics of the engine. Further, for example, when the load acting on the engine increases, the engine speed decreases and the operating state of the engine shifts to the second operating region, which may deteriorate the exhaust gas properties of the engine.

Therefore, there is room for improvement in terms of suppressing deterioration of engine combustion characteristics and exhaust gas characteristics during execution of engine control for warming up the catalyst.

A hybrid vehicle control apparatus for solving the above-described problems includes an engine, a motor generator connected to a crankshaft of the engine, and a transmission arranged in a power transmission path between the motor generator and drive wheels. and a hybrid vehicle in which a catalyst is arranged in an exhaust passage through which exhaust gas discharged from a cylinder of the engine flows. This hybrid vehicle control device includes an execution device that controls the operation of the engine so that the engine power becomes a target value of the engine power when the catalyst is warmed up. The execution device executes setting processing for setting the target value of the engine power according to the engine speed.

In the above configuration, when warming up the catalyst, the target value of the engine power is set according to the engine speed, and the operation of the engine is controlled based on the target value. Therefore, if the engine speed fluctuates due to a change in the load acting on the engine due to the operation of the transmission or the like while the engine is being controlled to warm up the catalyst, the It is possible to change the above target values. By controlling the operation of the engine based on the target value thus changed, it is possible to prevent the operating state of the engine from transitioning to the first operating region or the second operating region.

Therefore, the hybrid vehicle control device described above can suppress the deterioration of the combustion characteristics of the engine and the deterioration of the exhaust gas properties during the execution of the engine control for warming up the catalyst.

FIG. 1 is a configuration diagram showing an outline of a hybrid vehicle including a control device according to a first embodiment of the hybrid vehicle control device and a drive system controlled by the control device. FIG. 2 is a flow chart showing a processing routine executed by an execution device included in the control device of the first embodiment. FIG. 3 is a diagram showing a map used when calculating the power upper limit and the power lower limit. FIG. 4 is a flow chart showing a processing routine executed by an execution device included in the control device according to the second embodiment of the hybrid vehicle control device. FIG. 5 is a flow chart showing a processing routine executed by an execution device included in the control device of the third embodiment of the hybrid vehicle control device.

(First embodiment)
A first embodiment of a hybrid vehicle control device will be described below with reference to FIGS. 1 to 3. FIG.
FIG. 1 shows a schematic configuration of a hybrid vehicle 10. As shown in FIG. Hybrid vehicle 10 includes a drive system of hybrid vehicle 10 and a control device 50 that controls the drive system. In this embodiment, the control device 50 corresponds to a "hybrid vehicle control device".

<Drive system of hybrid vehicle 10>
A drive system of the hybrid vehicle 10 includes an engine 11 , a clutch 12 , a motor generator 13 , a transmission 14 and drive wheels 15 . A clutch 12 is arranged between the engine 11 and the motor generator 13 in the power transmission path. A transmission 14 is arranged between the motor generator 13 and the drive wheels 15 in the power transmission path.

The engine 11 has multiple cylinders 21 and a crankshaft 22 . Pistons are accommodated in the plurality of cylinders 21, and a crankshaft 22 rotates in synchronization with the reciprocating motion of the plurality of pistons.

The engine 11 has an intake passage 26 and an exhaust passage 28 . The intake passage 26 is a passage through which intake air introduced into the plurality of cylinders 21 flows. The amount of intake air flowing through the intake passage 26 can be adjusted by the opening of the throttle valve. The exhaust passage 28 is a passage through which gas discharged from the plurality of cylinders 21 flows. An oxygen storage type catalyst 35 is provided in the exhaust passage 28 .

The engine 11 has multiple spark plugs 29 and multiple fuel injection valves. In the example shown in FIG. 1 , one spark plug 29 is provided for each of the multiple cylinders 21 . In the example shown in FIG. 1, a port injection valve 30 that injects fuel into the intake passage 26 and an in-cylinder injection valve 31 that injects fuel into the cylinder 21 are provided as fuel injection valves. That is, one port injection valve 30 and one in-cylinder injection valve 31 are provided for one cylinder 21 . In the cylinder 21, a mixture containing fuel injected from at least one of the port injection valve 30 and the in-cylinder injection valve 31 and intake air introduced into the cylinder 21 from the intake passage 26 is injected into the ignition plug. It is burned by 29 spark discharges. Exhaust gas generated by combustion of the air-fuel mixture is discharged from inside the cylinder 21 to the exhaust passage 28 .

Clutch 12 connects crankshaft 22 and motor generator 13 . Clutch 12 is operated under the control of control device 50 . The clutch 12 may be, for example, a hydraulically driven clutch or an electromagnetically driven clutch. The motor generator 13 is connected to the crankshaft 22 when the clutch 12 is engaged. Therefore, when the clutch 12 is engaged, the crankshaft 22 can be rotated by driving the motor generator 13 . On the other hand, when the clutch 12 is released, the connection between the crankshaft 22 and the motor generator 13 is released.

<Control device 50>
The control device 50 comprises an execution device 51 . The execution device 51 has a CPU 52 , a ROM 53 and a RAM 54 . A control program executed by the CPU 52 is stored in the ROM 53 . The calculation results of the CPU 52 are stored in the RAM 54 .

Detection signals from a plurality of types of sensors provided in hybrid vehicle 10 are input to control device 50 . For example, detection signals from an accelerator opening sensor 61 , a crank angle sensor 62 , an air flow meter 63 , a water temperature sensor 64 and a catalyst temperature sensor 65 are input to the control device 50 . The accelerator opening sensor 61 detects the accelerator opening AC, which is the opening of the accelerator pedal, and outputs the detection result as a detection signal. The crank angle sensor 62 outputs a detection signal corresponding to the engine speed Ne, which is the rotational speed of the crankshaft 22 . The airflow meter 63 detects an intake air amount GA, which is the amount of intake air flowing through the intake passage 26, and outputs the detection result as a detection signal. A water temperature sensor 64 detects an engine cooling water temperature Twt, which is the temperature of cooling water circulating in the engine 11, and outputs the detection result as a detection signal. The catalyst temperature sensor 65 detects a catalyst temperature Tc, which is the temperature of the catalyst 35, and outputs the detection result as a detection signal. The control device 50 controls the engine 11, the clutch 12, the motor generator 13, and the transmission 14 based on the detection signals of the multiple types of sensors.

<Warm-up processing of the catalyst 35>
A processing routine executed by the execution device 51 when warming up the catalyst 35 will be described with reference to FIGS. 2 and 3. FIG. The processing routine shown in FIG. 2 is repeatedly executed by the execution device 51 in each predetermined control cycle when the engine 11 is operated while the motor generator 13 is connected to the crankshaft 22 by the clutch 12 .

In step S11 of this processing routine, the execution device 51 determines whether or not conditions for executing catalyst warm-up are satisfied. For example, when both of the following conditions (A1) and (A2) are satisfied, it can be considered that the execution condition is satisfied. On the other hand, when at least one of the plurality of conditions (A1) and (A2) is not satisfied, it can be considered that the execution condition is not established.
(A1) The engine cooling water temperature Twt is lower than the judgment water temperature Twtth.
(A2) The catalyst temperature Tc is below the lower limit of the predetermined temperature range.

The determination water temperature Twtth is a value corresponding to the lower limit of the engine cooling water temperature Twt at which combustion in the engine 11 is stabilized. Therefore, when the engine cooling water temperature Twt is lower than the determination water temperature Twtth, it can be considered that the warm-up of the engine 11 is not yet completed and the combustion in the engine 11 is not yet stable. On the other hand, when the engine cooling water temperature Twt is equal to or higher than the determination water temperature Twtth, it can be considered that warming up of the engine 11 is completed and combustion in the engine 11 is stable. When the combustion in the engine 11 is stable, it can be determined that catalyst warm-up, which will be described later, need not be executed.

When the catalyst temperature Tc is within a predetermined temperature range, the catalyst 35 functions to purify exhaust gas. On the other hand, when the catalyst temperature Tc is outside the predetermined temperature range, the catalyst 35 hardly functions to purify the exhaust gas. Therefore, when the catalyst temperature Tc is below the lower limit of the predetermined temperature range, it is necessary to raise the catalyst temperature Tc.

If it is determined in step S11 that the catalyst warm-up execution condition is not established (NO), the execution device 51 once ends this processing routine. On the other hand, if it is determined that the execution condition is satisfied (S11: YES), the execution device 51 performs engine control to warm up the catalyst 35. FIG. That is, the execution device 51 shifts the process to step S13.

In step S13, the execution device 51 calculates a reference power PeB that is a reference for the target value of the engine power. Specifically, the executing device 51 calculates the reference power PeB based on the integrated air amount InGA and the starting water temperature TwtS. The starting water temperature TwtS is the engine cooling water temperature Twt at the start of catalyst warm-up. The integrated air amount InGA is an integrated value of the intake air amount GA from when the engine 11 is started. That is, the executing device 51 obtains, as the integrated air amount InGA, a value obtained by integrating a plurality of intake air amounts GA obtained at predetermined cycles from the start of the engine 11 .

In this embodiment, when the catalyst is warmed up, the operation of the engine 11 is controlled so that the engine power reaches the engine power target value PeTr. Therefore, when the required power, which is the power required for the drive system of the hybrid vehicle 10, is greater than the engine power target value PeTr, the motor generator 13 is driven to cover the difference between the required power and the engine power target value PeTr. There is a need. At this time, power is supplied from a battery (not shown in FIG. 1) to the motor generator 13 through an inverter circuit. At this time, if the temperature of the battery or the inverter circuit is low, it becomes difficult to supply the electric power of the battery to the motor generator 13 . The temperatures of the battery and the inverter circuit are correlated to some extent with the engine cooling water temperature Twt. Accordingly, when execution device 51 can determine that it is difficult to supply electric power from the battery to motor generator 13 based on engine cooling water temperature Twt, execution device 51 calculates a larger value as reference power PeB than otherwise. Further, the executing device 51 calculates a larger value as the reference power PeB as the cumulative air amount InGA increases. After calculating the reference power PeB in step S13, the execution device 51 shifts the process to step S15.

In step S15, the execution device 51 calculates the power upper limit value PeLU and the power lower limit value PeLL based on the engine speed Ne and the starting water temperature TwtS. In this embodiment, the execution device 51 calculates the power upper limit value PeLU using the upper limit map MAP1 shown in FIG. 3, and calculates the power lower limit value PeLL using the lower limit map MAP2 shown in FIG. Calculation of the power upper limit value PeLU using the upper limit map MAP1 and calculation of the power lower limit value PeLL using the lower limit map MAP2 will be described later. After calculating the power upper limit value PeLU and the power lower limit value PeLL, the execution device 51 shifts the process to step S17.

In step S17, the executing device 51 sets the engine power target value PeTr based on the reference power PeB, the power upper limit PeLU, and the power lower limit PeLL. That is, the executing device 51 sets the second largest value among the reference power PeB, the power upper limit PeLU, and the power lower limit PeLL as the engine power target value PeTr. For example, when the reference power PeB exceeds the power upper limit PeLU, the executing device 51 sets the power upper limit PeLU as the engine power target value PeTr. When the reference power PeB is lower than the power lower limit PeLL, the executing device 51 sets the power lower limit PeLL as the engine power target value PeTr. After setting the engine power target value PeTr, the execution device 51 once terminates this processing routine. In the present embodiment, steps S13, S15 and S17 correspond to a "setting process" for setting the engine power target value PeTr according to the engine speed Ne.

After setting the engine power target value PeTr through the execution of this processing routine, the execution device 51 controls the operation of the engine 11 so that the engine power Pe becomes equal to the engine power target value PeTr.

<Calculation of Power Upper Limit PeLU and Power Lower Limit PeLL>
A process for setting the power upper limit value PeLU and the power lower limit value PeLL will be described with reference to FIG. The dashed lines in FIG. 3 are contour lines of the engine speed Ne.

The execution device 51 acquires the intersections of the lines indicating the lower limit map MAP2 shown in FIG. 3 and the contour lines of the current engine speed Ne. Then, the executing device 51 calculates the engine power Pe indicated by the acquired intersection as the power lower limit PeLL.

Note that the lower limit map MAP2 fluctuates according to the starting water temperature TwtS. Specifically, the executing device 51 corrects the lower limit map MAP2 so that the engine load factor KL is increased as the starting water temperature TwtS is lower. By using such a lower limit map MAP2, the executing device 51 can calculate a value corresponding to the engine speed Ne and the starting water temperature TwtS as the power lower limit PeLL.

The execution device 51 obtains the intersection points between the lines indicating the upper limit map MAP1 shown in FIG. 3 and the contour lines of the current engine speed Ne. Then, the executing device 51 calculates the engine power Pe indicated by the acquired intersection as the power upper limit value PeLU. Note that, unlike the lower limit map MAP2, the execution device 51 does not change the upper limit map MAP1 based on the starting water temperature TwtS.

<Actions and effects of the present embodiment>
The operation and effect of this embodiment will be described with reference to FIG.
When warming up the catalyst 35, the engine power target value PeTr is set by executing the processing routine shown in FIG. Then, the operation of the engine 11 is controlled so that the engine power Pe becomes equal to the engine power target value PeTr. When such engine control is being performed, the gear ratio of the transmission may change, or the rotational speed of the drive wheels 15 may change. When the gear ratio of the transmission is changed or the rotation speed of the driving wheels 15 is changed, the magnitude of the load acting on the engine 11 changes. When the magnitude of the load acting on the engine 11 changes while the engine power target value PeTr is being held, the engine speed Ne changes.

For example, when the load acting on the engine 11 decreases, the engine speed Ne increases. As a result, the operating state of the engine 11 approaches the first operating region R1 on the graph showing the relationship between the engine speed Ne and the engine load factor KL as shown in FIG. The "operating state of the engine 11" referred to here is the state of the engine 11 indicated by the engine speed Ne and the engine load factor KL. The first operating region R1 is an operating region in which the engine speed Ne is high and the engine load factor KL is low. When the operating state of the engine 11 transitions to the first operating region R1, the combustion characteristics of the engine 11 may deteriorate.

Further, for example, when the load acting on the engine 11 increases, the engine speed Ne decreases. As a result, the operating state of the engine 11 approaches the second operating region R2 on the graph as shown in FIG. The second operating region R2 is an operating region where the engine speed Ne is low and the engine load factor KL is high. When the operating state of the engine 11 transitions to the second operating region R2, there is a risk that the exhaust gas properties of the engine 11 will deteriorate.

In this embodiment, the engine power target value PeTr is set so that the operating state of the engine 11 does not transition to the first operating region R1 or the second operating region R2 when the engine speed Ne changes.

Specifically, when the operating state of the engine 11 approaches the first operating region R1 due to an increase in the engine speed Ne, the reference power PeB approaches the power lower limit PeLL. When the reference power PeB falls below the power lower limit PeLL, the power lower limit PeLL is set as the engine power target value PeTr. By performing engine control based on such engine power target value PeTr, it is possible to prevent the operating state of engine 11 from transitioning to first operating region R1.

On the other hand, when the operating state of the engine 11 approaches the second operating region R2 due to the decrease in the engine speed Ne, the reference power PeB approaches the power upper limit PeLU. When the reference power PeB exceeds the power upper limit PeLU, the power upper limit PeLU is set as the engine power target value PeTr. By performing engine control based on such engine power target value PeTr, it is possible to suppress transition of the operating state of engine 11 to second operating region R2.

Therefore, in the present embodiment, it is possible to suppress the deterioration of the combustion characteristics of the engine 11 and the deterioration of the exhaust gas properties during execution of the engine control for warming up the catalyst 35 .
In addition, in this embodiment, the following effects can be further obtained.

When the engine cooling water temperature Twt is low, the ignition timing of the engine 11 may be retarded for the purpose of warming up the engine 11 . When the ignition timing is retarded, it is not preferable to reduce the engine load factor KL in order to suppress deterioration in the combustion stability of the engine 11 . In this regard, in the present embodiment, the lower limit map MAP2 is corrected so that the engine load factor KL is increased as the starting water temperature TwtS is lower. As a result, during catalyst warm-up, it is possible to suppress a decrease in the stability of combustion of the engine 11 due to a decrease in the engine load factor KL.

(Second embodiment)
A second embodiment of the hybrid vehicle control device will be described with reference to FIG. In the second embodiment, the parts that are different from the first embodiment will be mainly described, and the same reference numerals will be given to substantially the same configurations and functions as in the first embodiment, and redundant description will be omitted. shall be

<Warm-up processing of the catalyst 35>
A processing routine executed by the execution device 51 when warming up the catalyst 35 will be described with reference to FIG. This processing routine is repeatedly executed by the execution device 51 in each predetermined control cycle when the engine 11 is operated while the motor generator 13 is connected to the crankshaft 22 by the clutch 12 .

In step S31 of this processing routine, the execution device 51 determines whether or not conditions for executing catalyst warm-up are satisfied, as in step S11 shown in FIG. If it is determined that the condition for executing catalyst warm-up is not satisfied (S31: NO), the execution device 51 once terminates this processing routine. On the other hand, if it is determined that the execution condition is satisfied (S31: YES), the execution device 51 performs engine control to warm up the catalyst 35. FIG. That is, the execution device 51 shifts the process to step S33.

In step S33, the executing device 51 sets the engine power target value PeTr based on the integrated air amount InGA, the starting water temperature TwtS, and the engine speed Ne. For example, when execution device 51 can determine that it is difficult to supply electric power from the battery to motor generator 13 based on engine cooling water temperature Twt, execution device 51 sets a larger value as engine power target value PeTr than in other cases. do. Further, the executing device 51 sets a larger value as the engine power target value PeTr as the integrated air amount InGA increases. Further, the executing device 51 sets the engine power target value PeTr so that the engine load factor KL becomes low when the engine speed Ne becomes low, and the engine load factor KL becomes low when the engine speed Ne becomes high. The engine power target value PeTr is set to be higher. After that, the execution device 51 once terminates this processing routine. In the present embodiment, step S33 corresponds to "setting processing".

After setting the engine power target value PeTr through the execution of this processing routine, the execution device 51 controls the operation of the engine 11 so that the engine power Pe becomes equal to the engine power target value PeTr.

<Actions and effects of the present embodiment>
In this embodiment, when the catalyst 35 is warmed up, the engine power target value PeTr is set to a value that takes into consideration the engine speed Ne. Therefore, when the catalyst 35 is warmed up, it is possible to prevent the operating state of the engine 11 from transitioning to the first operating region R1 or the second operating region R2. Therefore, it is possible to suppress the deterioration of the combustion characteristics of the engine 11 and the deterioration of the exhaust gas properties during the execution of the engine control for warming up the catalyst 35 .

(Third Embodiment)
A third embodiment of the hybrid vehicle control device will be described with reference to FIG. In the third embodiment, the parts that are different from the above-described embodiments will be mainly described, and the same reference numerals will be given to the configurations and functions that are substantially the same as those of the above-described embodiments, and redundant description will be given. shall be omitted.

<Warm-up processing of the catalyst 35>
A processing routine executed by the execution device 51 when warming up the catalyst 35 will be described with reference to FIG. This processing routine is repeatedly executed by the execution device 51 in each predetermined control cycle when the engine 11 is operated while the motor generator 13 is connected to the crankshaft 22 by the clutch 12 .

In step S41 of this processing routine, the execution device 51 determines whether or not conditions for executing catalyst warm-up are satisfied, as in step S11 shown in FIG. If it is determined that the condition for executing catalyst warm-up is not satisfied (S41: NO), the execution device 51 once terminates this processing routine. On the other hand, if it is determined that the execution condition is satisfied (S41: YES), the execution device 51 performs engine control to warm up the catalyst 35. FIG. That is, the execution device 51 shifts the process to step S43.

In step S43, the executing device 51 calculates the reference power PeBa based on the starting water temperature TwtS and the engine speed Ne. For example, when executing device 51 can determine that it is difficult to supply electric power from the battery to motor generator 13 based on engine cooling water temperature Twt, it calculates a larger value as reference power PeBa than otherwise. Further, for example, the execution device 51 sets the reference power PeBa so that the engine load factor KL is low when the engine speed Ne is low, and the engine load factor KL is high when the engine speed Ne is high. The reference power PeBa is set so that

Subsequently, in step S45, the executing device 51 calculates a power correction amount ΔPe, which is a correction amount of the engine power, based on the integrated air amount InGA and the starting water temperature TwtS. For example, the executing device 51 calculates a larger value as the power correction amount ΔPe as the cumulative air amount InGA increases. Further, for example, the executing device 51 calculates a larger value as the power correction amount ΔPe as the starting water temperature TwtS is higher.

Then, in step S47, the executing device 51 sets the sum of the reference power PeBa and the power correction amount ΔPe as the engine power target value PeTr. After that, the execution device 51 once terminates this processing routine. In this embodiment, steps S43, S45, and S47 correspond to "setting processing".

After setting the engine power target value PeTr through the execution of this processing routine, the execution device 51 controls the operation of the engine 11 so that the engine power Pe becomes equal to the engine power target value PeTr.

<Actions and effects of the present embodiment>
In this embodiment, when the catalyst 35 is warmed up, the engine power target value PeTr is set to a value that takes into consideration the engine speed Ne. Therefore, when the catalyst 35 is warmed up, it is possible to prevent the operating state of the engine 11 from transitioning to the first operating region R1 or the second operating region R2. Therefore, it is possible to suppress the deterioration of the combustion characteristics of the engine 11 and the deterioration of the exhaust gas properties during the execution of the engine control for warming up the catalyst 35 .

<Change example>
The multiple embodiments described above can be implemented with the following modifications. The multiple embodiments described above and the following modified examples can be implemented in combination with each other within a technically consistent range.

- In the above-described first embodiment, the lower limit map MAP2 does not have to be varied according to the starting water temperature TwtS.
- The execution device 51 is not limited to having a CPU and a ROM and executing software processing. That is, the execution device 51 may have any one of the following configurations (a) to (c).
(a) The execution device 51 includes one or more processors that execute various processes according to computer programs. The processor includes a CPU and memory such as RAM and ROM. The memory stores program code or instructions configured to cause the CPU to perform processes. Memory, or computer-readable media, includes any available media that can be accessed by a general purpose or special purpose computer.
(b) The execution unit 51 comprises one or more dedicated hardware circuits for executing various processes. Dedicated hardware circuits may include, for example, application specific integrated circuits, ie ASICs or FPGAs. ASIC is an abbreviation for "Application Specific Integrated Circuit", and FPGA is an abbreviation for "Field Programmable Gate Array".
(c) The execution device 51 includes a processor that executes part of various processes according to a computer program, and a dedicated hardware circuit that executes the rest of the various processes.

The hybrid vehicle may have a configuration different from that shown in FIG. 1 as long as the transmission 14 is arranged between the motor generator 13 and the drive wheels 15 in the power transmission path. For example, the hybrid vehicle may be a vehicle in which no clutch is arranged between the engine 11 and the motor generator 13 in the power transmission path.

DESCRIPTION OF SYMBOLS 10... Hybrid vehicle 11... Engine 13... Motor generator 14... Transmission 15... Drive wheel 21... Cylinder 22... Crankshaft 28... Exhaust passage 35... Catalyst 50... Control device 51... Execution device

Claims (1)

An engine, a motor-generator connected to a crankshaft of the engine, and a transmission arranged in a power transmission path between the motor-generator and drive wheels, and a Applied to hybrid vehicles in which a catalyst is placed in the exhaust passage through which exhaust flows,
an execution device for controlling the operation of the engine so that the engine power becomes a target value of the engine power when warming up the catalyst;
The hybrid vehicle control device, wherein the execution device executes a setting process of setting the target value of the engine power according to the engine speed.

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