JP2023170059A - Hybrid vehicle - Google Patents

Abstract

To ensure the controllability of an engine.SOLUTION: A hybrid vehicle comprises an engine equipped in an exhaust system with a filter for removing particulate matter, a motor capable of inputting and outputting power to an output shaft of the engine, and a control device for controlling the engine and the motor such that when an accelerator is off, the engine is subjected to a fuel cut and motoring of the engine is performed by the motor. At a predetermined time when a filter temperature exceeds a determination temperature in the case where a duration time of the fuel cut during accelerator off is equal to or longer than a determination time, the control device controls the engine and the motor such that the engine is operated with a fuel injection amount smaller than a fuel injection amount at the time when the fuel cut is stopped and the engine is autonomously operated, and motoring of the engine is performed by the motor with motor torque that is set by using engine output torque based on a torque map for determining the engine output torque outputted from the engine at the predetermined time.SELECTED DRAWING: Figure 4

Description

TECHNICAL FIELD The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle that includes an engine and a motor whose exhaust system is equipped with a filter for removing particulate matter.

BACKGROUND ART Conventionally, as this type of hybrid vehicle, a vehicle including an engine and a motor has been proposed (see, for example, Patent Document 1). The engine is equipped with a filter that removes particulate matter in the exhaust system. The motor inputs and outputs power to the output shaft of the engine. In this hybrid vehicle, air containing oxygen is supplied to the filter by cutting fuel from the engine and motoring the engine. This burns particulate matter and regenerates the filter.

Japanese Patent Application Publication No. 2018-075919

In the above-mentioned hybrid vehicle, when the engine is cut off from fuel to regenerate the filter, the filter may reach a high temperature. Therefore, when the filter becomes high in temperature, fuel cut is stopped and fuel injection of the engine is restarted to suppress the rise in temperature of the filter. At this time, if the amount of fuel injected by the engine is large, the amount of particulate matter burned in the filter will increase, causing the temperature of the filter to rise. As a method of suppressing such a rise in temperature of the filter, a method of operating the engine with a fuel injection amount smaller than the fuel injection amount when the engine is operated independently can be considered. In this method, since a certain amount of torque is output due to combustion in the engine, unless the engine is motored with an appropriate motoring torque, engine controllability may not be ensured, such as engine revving.

The main purpose of the hybrid vehicle of the present invention is to ensure engine controllability.

The hybrid vehicle of the present invention employs the following means to achieve the above-mentioned main purpose.

The hybrid vehicle of the present invention includes:
An engine equipped with a filter to remove particulate matter in the exhaust system,
a motor capable of inputting and outputting power to the output shaft of the engine;
a control device that controls the engine and the motor so that when the accelerator is off, the engine is cut off from fuel and the motor is motored;
A hybrid vehicle comprising:
The control device may stop the fuel cut and perform fuel injection during self-sustaining operation at a predetermined time when the temperature of the filter exceeds the determination temperature when the duration of the fuel cut with the accelerator off is longer than the determination time. The motor is operated with a motoring torque based on the engine output torque set using a torque map that determines the engine output torque output from the engine at the predetermined time while operating the engine with a fuel injection amount smaller than the fuel injection amount. The gist is to control the engine and the motor so as to motor the engine.

In the hybrid vehicle of the present invention, when the duration of the fuel cut with the accelerator off is longer than the determination time, at a predetermined time when the filter temperature exceeds the determination temperature, the fuel cut is stopped and fuel injection is performed during self-sustaining operation. The motor injects fuel into the engine with a fuel injection amount smaller than the amount of fuel injected, and the motor motors the engine with a motoring torque based on the engine output torque that is set using a torque map that determines the engine output torque output from the engine at a predetermined time. to control the engine and motor. The engine and the motor are controlled so that the engine is motored with a motoring torque based on a torque map that determines the torque due to rotational resistance of the engine at a predetermined time. At a predetermined time, the engine injects fuel with a smaller fuel injection amount than the fuel injection amount when the fuel cut is stopped and self-sustaining operation occurs, so it is possible to suppress the supply of oxygen-containing air to the filter, and the filter is further Temperature rise can be suppressed. At this time, the motor motors the engine with a motoring torque based on the engine output torque that is set using a torque map that determines the engine output torque output from the engine at a predetermined time, so the engine can be motored with the appropriate torque. . As a result, engine controllability can be ensured. Note that the "judgment time" is a threshold value for determining whether or not there is a possibility that the filter will reach a high temperature due to continued fuel cut. "Determination temperature" is a threshold value for determining whether the filter is at a high temperature.

In such a hybrid vehicle of the present invention, the torque map is a relationship between the rotational speed of the engine and the engine output torque when the engine is operated with a fuel injection amount smaller than the fuel injection amount when the engine is operated independently. The control device may set the motoring torque using the rotational speed of the engine and the torque map. In this way, the motoring torque can be set appropriately, so the engine can be motored with the appropriate motoring torque. This makes it possible to ensure engine controllability.

Furthermore, in the hybrid vehicle of the present invention, the determination time may be set to be shorter when the temperature of the filter is high than when it is low. When the filter temperature is high, the filter tends to become hotter than when it is low. Therefore, by making the determination time shorter when the filter temperature is high than when it is low, it is possible to stop the fuel cut earlier when the filter temperature is high than when it is low, and to start the engine in autonomous operation. The engine is operated with a fuel injection amount smaller than the fuel injection amount of can.

1 is a configuration diagram schematically showing the configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. FIG. 3 is an explanatory diagram showing an example of a first map. 7 is a flowchart showing an example of a control routine executed by the HVECU 70. FIG. It is an explanatory view showing an example of the 2nd map (torque map).

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

FIG. 1 is a block diagram schematically showing the structure of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50 as a power storage device, and a hybrid electronic control unit (hereinafter referred to as " HVECU) 70. The engine device corresponds to the engine 22 and HVECU 70.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel, and is connected to a carrier 34 of a planetary gear 30 via a damper 28 . FIG. 2 is a configuration diagram showing an outline of the configuration of the engine 22. As shown in FIG. As shown in the figure, the engine 22 sucks air purified by an air cleaner 122 into an intake pipe 123, passes it through a throttle valve 124, and injects fuel from a fuel injection valve 126 to mix the air and fuel. The air-fuel mixture is drawn into the combustion chamber 129 via the intake valve 128. Then, the intake air-fuel mixture is explosively combusted by electric sparks from the spark plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into rotational motion of the crankshaft (output shaft) 26. Exhaust gas discharged from the combustion chamber 129 to the exhaust pipe 133 via the exhaust valve 131 is discharged to the outside air via the purifier 134 and the PM filter 136. The purification device 134 includes a purification catalyst (three-way catalyst) 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in exhaust gas. The PM filter 136 is formed as a porous filter of ceramics, stainless steel, or the like, and captures particulate matter (PM) such as soot in the exhaust gas.

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, input/output ports, and communication ports. Be prepared. Signals from various sensors necessary to control the operation of the engine 22 are input to the engine ECU 24 via an input port. Signals input to the engine ECU 24 include, for example, the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 of the engine 22, and the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. One example is the cooling water temperature Tw. The cam angles θci and θco from the cam position sensor 144 that detects the rotational position of the intake camshaft that opens and closes the intake valve 128 and the rotational position of the exhaust camshaft that opens and closes the exhaust valve 131 can also be cited. The throttle opening TH from the throttle position sensor 124a that detects the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe 123, and the intake air amount Qa from the temperature sensor 149 attached to the intake pipe 123. Temperature Ta can also be mentioned. Examples include the air-fuel ratio AF from the air-fuel ratio sensor 135a attached to the exhaust pipe 133 and the oxygen signal O2 from the oxygen sensor 135b attached to the exhaust pipe 133.

The engine ECU 24 outputs various control signals for controlling the operation of the engine 22 via an output port. Signals output from the engine ECU 24 include a control signal to the throttle motor 124b that adjusts the position of the throttle valve 124, a control signal to the fuel injection valve 126, and a control signal to the spark plug 130. Engine ECU 24 is connected to HVECU 70 via a communication port.

The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140, and the temperature of the purification catalyst 134a of the purification device 134 (catalyst Temperature) Tc is calculated. In addition, the engine ECU 24 calculates the load factor (one cycle of the engine 22) based on the integrated value Ga of the intake air amount Qa from the air flow meter 148 since the start of the engine 22, and the intake air amount Qa and the rotational speed Ne of the engine 22. The ratio of the volume of air actually taken in in one cycle to the stroke volume per cycle) is calculated. The engine ECU 24 also calculates the filter temperature Tf as the temperature of the PM filter 136 based on the rotational speed Ne of the engine 22 and the load factor KL.

As shown in FIG. 1, the planetary gear 30 is configured as a single pinion type planetary gear mechanism, and includes a sun gear 31, a ring gear 32, a plurality of pinion gears 33 meshing with the sun gear 31 and the ring gear 32, respectively, and a plurality of pinion gears. 33 so that it can rotate (rotate) and revolve freely. The sun gear 31 of the planetary gear 30 is connected to the rotor of the motor MG1. A drive shaft 36 connected to drive wheels 39a and 39b via a differential gear 38 is connected to the ring gear 32 of the planetary gear 30. As described above, the crankshaft 26 of the engine 22 is connected to the carrier 34 of the planetary gear 30 via the damper 28. Therefore, the motor MG1, the engine 22, and the drive shaft 36 are connected to the sun gear 31, the carrier 34, and the ring gear 32 as three rotating elements of the planetary gear 30 so as to be lined up in this order in the collinear diagram of the planetary gear 30.

The motor MG1 is configured, for example, as a synchronous generator motor, and has a rotor connected to the sun gear 31 of the planetary gear 30, as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and has a rotor connected to the drive shaft 36. Inverters 41 and 42 are used to drive motors MG1 and MG2, and are connected to battery 50 via power line 54. A smoothing capacitor 57 is attached to the power line 54. The motors MG1 and MG2 are rotationally driven by a motor electronic control unit (hereinafter referred to as "motor ECU") 40 controlling switching of a plurality of switching elements (not shown) of inverters 41 and 42.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it also includes a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. Be prepared. The motor ECU 40 receives signals from various sensors necessary to drive and control the motors MG1 and MG2, such as rotational position θm1 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. , θm2, phase currents Iu1, Iv1, Iu2, Iv2 from current sensors 45u, 45v, 46u, 46v that detect currents flowing through each phase of motors MG1, MG2, etc. are inputted via input ports. Motor ECU 40 outputs switching control signals to a plurality of switching elements of inverters 41 and 42 through output ports. Motor ECU 40 is connected to HVECU 70 via a communication port. The motor ECU 40 determines the electrical angles θe1, θe2, angular velocities ωm1, ωm2, and rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. is being calculated.

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

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, it also includes a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. Be prepared. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via an input port. Examples of signals input to the battery ECU 52 include the voltage Vb of the battery 50 from the voltage sensor 51a attached between the terminals of the battery 50, and the voltage Vb of the battery 50 from the current sensor 51b attached to the output terminal of the battery 50. The current Ib and the temperature Tb of the battery 50 from the temperature sensor 51c attached to the battery 50 can be cited. Battery ECU 52 is connected to HVECU 70 via a communication port. The battery ECU 52 calculates the storage percentage SOC based on the integrated value of the current Ib of the battery 50 from the current sensor 51b. The power storage ratio SOC is the ratio of the amount of power that can be discharged from the battery 50 to the total capacity of the battery 50.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. . Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals input to the HVECU 70 include an ignition signal from an ignition switch 80 and a shift position SP from a shift position sensor 82 that detects the operating position of the shift lever 81. Further, the accelerator opening degree Acc from the accelerator pedal position sensor 84 which detects the amount of depression of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 which detects the amount of depression of the brake pedal 85, and the brake pedal position BP from the vehicle speed sensor 88. Vehicle speed V can also be mentioned. The atmospheric pressure Pout from the atmospheric pressure sensor 89 can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, motor ECU 40, and battery ECU 52 via the communication port.

The hybrid vehicle 20 of the embodiment configured in this manner can operate in a hybrid driving mode (HV driving mode) in which the vehicle travels while the engine 22 rotates, or an electric driving mode (EV driving mode) in which the vehicle travels while the engine 22 stops rotating. The vehicle runs while switching (while operating the engine 22 intermittently).

In the HV driving mode, the HVECU 70 basically sets the driving torque Td* required for driving (required to the drive shaft 36) based on the accelerator opening Acc and the vehicle speed V. The driving power Pd* required for driving is calculated by multiplying the driving torque Td* by the rotation speed Nd of the drive shaft 36 (the rotation speed Nm2 of the motor MG2). Next, the target power Pe* of the engine 22 is calculated by subtracting the charging/discharging required power Pb* of the battery 50 (a positive value when discharging the battery 50) from the driving power Pd*, and the calculated target power Pe* The target rotational speed Ne* and target torque Te* of the engine 22, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are set so that the driving torque Td* is outputted from the engine 22 and the driving torque Td* is outputted to the drive shaft 36. Set. Then, the target rotation speed Ne* and target torque Te* of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1* and Tm2* for the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotational speed Ne* and the target torque Te* of the engine 22, it controls the operation of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne* and the target torque Te*. Operational control of the engine 22 includes intake air amount control that controls the opening degree of the throttle valve 124, fuel injection control that controls the amount of fuel injected from the fuel injection valve 126, and ignition control that controls the ignition timing of the spark plug 130. etc. When motor ECU 40 receives torque commands Tm1* and Tm2* for motors MG1 and MG2, it controls switching of a plurality of switching elements of inverters 41 and 42 so that motors MG1 and MG2 are driven by torque commands Tm1* and Tm2*. Do this.

In the EV driving mode, the HVECU 70 sets the driving torque Td* based on the accelerator opening Acc and the vehicle speed V, sets the value 0 to the torque command Tm1* of the motor MG1, and sets the driving torque Td* to the drive shaft. The torque command Tm2* of the motor MG2 is set so as to be output to the motor MG2, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40. The control of the inverters 41 and 42 by the motor ECU 40 has been described above.

When the accelerator pedal 83 is turned off while driving in the HV driving mode, the HVECU 70 sends a fuel cut command to the engine ECU 24 so that the fuel injection control in the engine 22 is stopped, and the engine The engine output torque Te output to the crankshaft 26 of No. 22 is set using the first map. FIG. 3 is an explanatory diagram showing an example of the first map. The first map shows the relationship between the rotational speed Ne of the engine 22 and the engine output torque Te. Since the engine 22 is now in a fuel cut state (fuel injection control is stopped), the torque mainly due to the rotational resistance of the engine 22 becomes the engine output torque Te. Therefore, as shown in the figure, when the torque output when the engine 22 is operated under load is set to a positive value, the engine output torque Te is on the negative side when the rotation speed Ne of the engine 22 is large compared to when it is small. is set to become larger. This is based on the fact that when the rotational speed Ne of the engine 22 is large, the rotational resistance of the engine 22 becomes larger than when it is small. Then, using the engine output torque Te and the gear ratio ρ of the planetary gear 30, the torque command Tm1*(=-Te・(ρ/ρ+1)), and also sets a torque command Tm2* for the motor MG2 so that the running torque Td* (braking torque) is output to the drive shaft 36, and transmits it to the motor ECU 40. Upon receiving the fuel cut command, the engine ECU 24 performs a fuel cut to stop fuel injection control in the engine 22. The control of the inverters 41 and 42 by the motor ECU 40 has been described above. Through such control, the rotational resistance of the engine 22 is applied as a braking force to the drive shaft 36, and the braking force by regeneratively controlling the motor MG2 is applied to the drive shaft 36, thereby obtaining a feeling of deceleration simulating engine braking. There is. Further, air containing oxygen is supplied to the PM filter 136 by fuel cut, and particulate matter deposited on the PM filter 136 is burned, thereby regenerating the PM filter 136. When the accelerator pedal 83 is turned on while the vehicle is running with the fuel cut, the HVECU 70 resumes fuel injection control in the engine 22. To restart the fuel injection control, a return command requesting restart of the fuel injection control (return from fuel cut) is sent to the engine ECU 24, the fuel injection control in the engine 22 is restarted, and the system shifts to driving in the HV driving mode. It is done by doing.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way will be described, particularly the operation when the PM filter 136 becomes hot during fuel cut when the accelerator pedal 83 is off (accelerator off). FIG. 4 is a flowchart showing an example of a control routine executed by the HVECU 70. This routine is repeatedly executed at predetermined time intervals (for example, every few milliseconds) when the accelerator pedal 83 is turned off (accelerator off) while the vehicle is traveling in the HV driving mode.

When this routine is executed, the HVECU 70 executes a process of inputting the filter temperature Tf, the rotational speed Ne of the engine 22, and the fuel cut duration time tm (step S100). The filter temperature Tf and the rotational speed Ne are calculated by the engine ECU 24 and inputted via communication. The duration time tm is the time that has elapsed since the HVECU 70 sent the fuel cut command to the engine ECU 24. The duration time tm is reset to the value 0 when fuel injection control is restarted.

Subsequently, it is determined whether the duration time tm is longer than the determination time tmref (step S110) and whether the filter temperature Tf exceeds the determination temperature Tfref (step S120). The determination time tmref is a threshold value for determining whether there is a possibility that the PM filter 136 will reach a high temperature due to the continuation of the fuel cut. The determination time tmref is set to be shorter when the filter temperature Tf is high than when it is low. The determination temperature Tfref is a threshold value for determining whether the PM filter 136 is at a high temperature, and is set to, for example, 500°C, 550°C, or 600°C.

If the duration time tm is less than the determination time tmref in step S110, or if the filter temperature Tf is less than or equal to the determination temperature Tfref in step S120 even if the duration time tm is greater than or equal to the determination time tmref in step S110, the above-mentioned HV driving mode is selected. A fuel cut is performed when the accelerator pedal 83 is turned off during driving (step S130), and this routine ends.

If the duration time tm is equal to or greater than the determination time tmref in step S110, and the filter temperature Tf exceeds the determination temperature Tfref in step S120, fuel injection is performed with a fuel injection amount smaller than the fuel injection amount for self-sustaining operation. A predetermined operation command for operating the engine 22 is transmitted to the engine ECU 24 (step S140). The engine ECU 24, which has received the predetermined operation command, operates the engine 22 while injecting fuel with a fuel injection amount smaller than the fuel injection amount when the engine 22 operates in a self-sustaining manner within a range where the engine 22 does not misfire. Thereby, it is possible to suppress the supply of oxygen-containing air to the PM filter 136, and it is possible to suppress further temperature rise of the PM filter 136.

Next, using the second map (torque map) showing the relationship between the rotation speed Ne of the engine 22 and the engine output torque Te output to the crankshaft 26 at the time of a predetermined operation command and the rotation speed Ne of the engine 22, Engine output torque Te is set (step S150). FIG. 5 is an explanatory diagram showing an example of the second map. In the figure, a solid line indicates the relationship between the rotational speed Ne of the engine 22 and the engine output torque Te at the time of a predetermined operation command. For comparison, a broken line shows the relationship between the rotational speed Ne of the engine 22 and the engine output torque Te in the first map illustrated in FIG. 3 . The engine output torque Te in the second map is larger on the negative side when the rotational speed Ne of the engine 22 is large than when it is small. This is based on the fact that when the rotational speed Ne of the engine 22 is large, the rotational resistance of the engine 22 becomes larger than when it is small. Further, the engine output torque Te in the second map is set to be smaller on the negative side than the engine output torque Te in the first map at the same rotation speed Ne. This is because the engine 22 is operated while injecting fuel with a fuel injection amount smaller than the amount of fuel injected when the engine 22 operates independently within a range that does not cause a misfire. is output.

When the engine output torque Te is set in this way, the torque command Tm1*(=-Te*(ρ /ρ+1)) (step S160), and the motor MG2 is set so that the running torque Td* (braking torque) is output to the drive shaft 36 using the torque command Tm1* and the running torque Td* (braking torque). The torque command Tm2* is set (step S170), the torque commands Tm1* and Tm2* are transmitted to the motor ECU 40 (step S180), and this routine ends. The control of the inverters 41 and 42 by the motor ECU 40 has been described above. The engine output torque Te is set using a second map as a relationship between the rotation speed Ne of the engine 22 and the engine output torque Te at the time of a predetermined operation command, and the torque command Tm1* is set using the set engine output torque Te. However, since the motor MG1 (inverter 41) is controlled to be driven by the torque command Tm1*, the engine 22 can be motored with an appropriate torque. Thereby, controllability of the engine 22 can be ensured.

According to the hybrid vehicle 20 of the embodiment described above, when the duration time tm of the fuel cut when the accelerator pedal 83 is turned off is equal to or longer than the determination time tmref, the filter temperature Tf exceeds the determination temperature Tfref. Sometimes, the engine 22 is operated with a fuel injection amount smaller than the fuel injection amount when the fuel cut is stopped and self-sustaining operation is performed, and the engine 22 is operated based on a second map that determines the engine output torque Te output from the engine 22 at the time of a predetermined operation command. Since the engine 22 and the motor MG1 are controlled so that the motor MG1 motors the engine 22 with the torque command Tm1* (motoring torque) set using the engine output torque Te, the controllability of the engine 22 can be ensured. .

Further, the second map defines the relationship between the rotational speed Ne of the engine 22 and the engine output torque Te when fuel injection is performed with a fuel injection amount smaller than the fuel injection amount when the engine 22 is operated independently. Since the engine output torque Te is set using the rotational speed Ne of the engine 22 and the second map, controllability of the engine 22 can be further ensured.

In the hybrid vehicle 20 of the embodiment, the determination time tmref is set to be shorter when the filter temperature Tf is high than when it is low. However, the determination time tmref may be set to a constant value regardless of the filter temperature Tf.

The correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problems will be explained. In the embodiment, the engine 22 corresponds to an "engine," the motor MG1 corresponds to a "motor," and the engine ECU 24, motor ECU 40, and HCECU 70 correspond to a "control device."

The correspondence relationship between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem is that the example implements the invention described in the column of means for solving the problem. Since this is an example for specifically explaining a form for solving the problem, it is not intended to limit the elements of the invention described in the column of means for solving the problems. In other words, the interpretation of the invention described in the column of means for solving the problem should be based on the description in that column, and the examples are based on the description of the invention described in the column of means for solving the problem. This is just one specific example.

Although the embodiments of the present invention have been described above using examples, the present invention is not limited to these examples in any way, and may be modified in various forms without departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICATION This invention can be utilized for the manufacturing industry of a hybrid vehicle, etc.

20 Hybrid vehicle, 22 Engine, 24 Engine ECU, 26 Crankshaft, 28 Damper, 30 Planetary gear, 31 Sun gear 31, 32 Ring gear, 33 Pinion gear 33, 34 Carrier, 36 Drive shaft, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor ECU, 41, 42 Inverter, 43, 44 Rotational position detection sensor, 45u, 45v, 46u, 46v Current sensor, 50 Battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery ECU, 54 Power line, 57 Capacitor, 70 HVECU, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89 Atmospheric pressure sensor, 122 Air cleaner, 124 throttle valve, 124a throttle position sensor, 123 intake pipe, 126 fuel injection valve, 128 intake valve, 129 combustion chamber, 130 spark plug, 131 exhaust valve, 132 piston, 133 exhaust pipe, 134 purification device, 134a purification catalyst, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 PM filter, 140 Crank position sensor, 142 Water temperature sensor, 144 Cam position sensor, 148 Air flow meter, 149 Temperature sensor, MG1, MG2 Motor.

Claims (2)

An engine equipped with a filter to remove particulate matter in the exhaust system,
a motor capable of inputting and outputting power to the output shaft of the engine;
a control device that controls the engine and the motor so that when the accelerator is off, the engine is cut off from fuel and the motor is motored;
A hybrid vehicle comprising:
The control device may stop the fuel cut and perform fuel injection during self-sustaining operation at a predetermined time when the temperature of the filter exceeds the determination temperature when the duration of the fuel cut with the accelerator off is longer than the determination time. The motor is operated with a motoring torque based on the engine output torque set using a torque map that determines the engine output torque output from the engine at the predetermined time while operating the engine with a fuel injection amount smaller than the fuel injection amount. A hybrid vehicle in which the engine and the motor are controlled so as to motor the engine. The hybrid vehicle according to claim 1,
The torque map defines a relationship between the rotational speed of the engine and the engine output torque when the engine is operated with a fuel injection amount smaller than the fuel injection amount when the engine is operated autonomously,
The said control device sets the said motoring torque using the rotation speed of the said engine and the said torque map. Hybrid vehicle.

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