JP2023177441A - Control device and control method for hybrid vehicle - Google Patents

Abstract

To increase a temperature of an exhaust emission control device while satisfactorily ensuring controllability of a multi-cylinder engine under a low-temperature environment.SOLUTION: A control device for a hybrid vehicle according to the present disclosure includes first and second control units. The first control unit sets target power of a multi-cylinder engine, and according to a vehicle state, requests execution of throttle feedback control for executing feedback control of an opening of a throttle valve so that output torque from the multi-cylinder engine becomes equal to target torque according to the target power. The second control unit executes the throttle feedback control in response to the request from the first control unit. When a temperature increase of an exhaust emission control device is requested during load operation of the multi-cylinder engine, the second control unit executes partial-cylinder fuel cut control for stopping fuel supply to at least one of cylinders, on condition that the throttle feedback control is not being executed.SELECTED DRAWING: Figure 6

Description

The present disclosure relates to a control device and a control method for a hybrid vehicle including a multi-cylinder engine having a throttle valve, an electric motor, and a power storage device.

Conventionally, it includes an internal combustion engine whose output is adjusted depending on the throttle opening, a power storage device, a rotating electric machine that can generate electricity using the power of the internal combustion engine and transmits and receives electric power to and from the power storage device, and a control device. Hybrid vehicles are known (for example, see Patent Document 1). This hybrid vehicle control device includes a calculation unit that calculates a feedback amount of the throttle opening to bring the torque of the internal combustion engine closer to the target torque, and a calculation unit that sets the target opening by reflecting the feedback amount and adjusts the throttle opening. and a control unit that controls the opening to reach the target opening. Further, the calculation unit of the control device decreases the absolute value of the feedback amount in accordance with an increase in the temperature of the power storage device. As a result, even if the power allowed for charging the power storage device (allowable charging power) becomes very small at extremely low temperatures, the engine side will prevent the charging power of the power storage device from exceeding the allowable charging power during load operation. By minutely controlling the throttle opening of the engine, it becomes possible to adjust the battery charging power of the engine to a minute value.

Furthermore, conventional hybrid vehicles include an engine that can inject fuel into each cylinder, an exhaust gas purification device that purifies the exhaust gas of the engine, and a control device that executes low temperature start control that increases the amount of fuel injection when the engine starts at low temperature. is known (for example, see Patent Document 2). The control device of this hybrid vehicle is configured to increase the temperature of the exhaust gas purification device during execution of low-temperature start control, and when the fuel increase in the low-temperature start control reaches a first predetermined amount or less, Temperature increase control is executed to stop fuel supply and increase the amount of fuel supplied to the remaining cylinders. Thereby, even if the increase in fuel amount due to low temperature start control and the increase in fuel amount due to temperature increase control overlap, it is possible to suppress a decrease in accuracy of the air-fuel ratio.

Japanese Patent Application Publication No. 2011-168124 JP2021-167585A

In the hybrid vehicle described in Patent Document 1, the accuracy of the air-fuel ratio can be improved in a low-temperature environment by executing the temperature increase control described in Patent Document 2 that stops fuel supply to some cylinders of the engine. It will be possible to raise the temperature of the exhaust gas purification device while suppressing the temperature drop. However, if the fuel supply to some cylinders is stopped in a low-temperature environment where the allowable charging power of the power storage device becomes small as charging power (the absolute value becomes small), the controllability of the engine deteriorates and the engine stops running. There is a possibility that it will be difficult to charge the power storage device using the power of the vehicle and secure the SOC.

Therefore, the main purpose of the present disclosure is to increase the temperature of an exhaust gas purification device while ensuring good controllability of a multi-cylinder engine in a low-temperature environment.

A control device for a hybrid vehicle according to the present disclosure is capable of generating electricity using a multi-cylinder engine having a throttle valve, an exhaust gas purification device that purifies exhaust gas from the multi-cylinder engine, and at least a portion of the power from the multi-cylinder engine. In a control device for a hybrid vehicle including an electric motor and a power storage device that exchanges electric power with the electric motor, the target power of the multi-cylinder engine is set, and the output torque of the multi-cylinder engine is set according to the vehicle state. a first control unit that requests execution of throttle feedback control that feedback controls the opening degree of the throttle valve so as to achieve a target torque corresponding to the target power; and the throttle feedback control in response to a request from the first control unit. and when a temperature increase of the exhaust gas purification device is requested during load operation of the multi-cylinder engine, on the condition that the throttle feedback control is not executed, at least one of the cylinders is a second control unit that executes partial cylinder fuel cut control to stop fuel supply;

Further, a hybrid vehicle control method according to the present disclosure includes a multi-cylinder engine having a throttle valve, an exhaust gas purification device that purifies exhaust gas from the multi-cylinder engine, and at least a portion of the power from the multi-cylinder engine. In a method of controlling a hybrid vehicle including an electric motor capable of generating electricity and a power storage device exchanging electric power with the electric motor, the throttle valve performs feedback control on the opening degree of the throttle valve so that the output torque of the multi-cylinder engine becomes a target torque. When feedback control is being executed, execution of partial cylinder fuel cut control that stops fuel supply to at least one cylinder of the multi-cylinder engine is prohibited.

1 is a schematic configuration diagram showing a hybrid vehicle controlled by a control device of the present disclosure. 2 is a schematic configuration diagram showing a multi-cylinder engine included in the hybrid vehicle of FIG. 1. FIG. FIG. 1 is a control block diagram showing a control device for a hybrid vehicle according to the present disclosure. 2 is a flowchart illustrating an example of a routine executed by the first control unit of the hybrid vehicle control device according to the present disclosure to determine whether or not throttle feedback control is to be executed. 2 is a flowchart illustrating an example of a routine executed by the first control unit of the hybrid vehicle control device according to the present disclosure to determine whether to stop throttle feedback control. 12 is a flowchart showing a routine executed by the second control unit of the hybrid vehicle control device according to the present disclosure to determine whether to execute partial cylinder fuel cut control.

Next, embodiments for carrying out the invention of the present disclosure will be described with reference to the drawings.

FIG. 1 is a schematic configuration diagram of a hybrid vehicle (HEV) 1 controlled by a control device of the present disclosure. The hybrid vehicle 1 shown in the figure includes an engine 2, a single pinion planetary gear 3 as a power distribution mechanism, a gear train 4, and motor generators MG1 and MG2, both of which are synchronous generator motors (three-phase AC motors). , a battery (power storage device) 5, a power control unit (hereinafter referred to as "PCU") 6 connected to the battery 5 and driving motor generators MG1 and MG2, and a first control unit that controls the entire vehicle. A hybrid electronic control unit (hereinafter referred to as "HVECU") 100 is included.

The engine 2 of the hybrid vehicle 1 uses a crankshaft (output shaft) 22 to control the reciprocating movement of a piston 21 that accompanies the combustion of a mixture of hydrocarbon fuel and air in a plurality of combustion chambers (cylinders) 20 formed in an engine block. This is a multi-cylinder gasoline engine (for example, an in-line four-cylinder engine or a V-type six-cylinder engine) that converts rotational motion into rotational motion. As shown in FIG. 2, the engine 2 includes, in addition to a plurality of combustion chambers 20, a piston 21, and a crankshaft 22, an air cleaner 23, an intake pipe 24, an electronically controlled throttle valve 25, a surge tank, and a plurality of An intake manifold 26 having an intake port, a plurality of intake valves 27i that open and close the corresponding intake ports, an exhaust valve 27e that opens and closes the corresponding exhaust ports, and a plurality of intake valves 27e that inject fuel into the respective corresponding intake ports. It includes a port injection valve 28p, a plurality of in-cylinder injection valves 28d that directly inject fuel into the corresponding combustion chamber 20, a plurality of spark plugs 29, and an exhaust pipe 30 forming an exhaust passage.

Further, the engine 2 includes an upstream purification device 31 and a downstream purification device 32, which are respectively incorporated in the exhaust pipe 30, as exhaust gas purification devices. The upstream purification device 31 includes a NOx storage type exhaust gas purification catalyst (three-way catalyst) that purifies harmful components such as CO (carbon monoxide), HC, and NOx in the exhaust gas from each combustion chamber 20 of the engine 2. . The downstream purification device 32 includes a particulate filter PF (GPF) that collects particulate matter (fine particles) in exhaust gas, and is disposed downstream of the upstream purification device 31 . In this embodiment, the particulate filter PF is a porous filter that supports a NOx storage type exhaust gas purification catalyst (three-way catalyst). That is, the downstream purification device 32 includes a four-way catalyst that has the purification function of a three-way catalyst and the particulate matter collection function.

Furthermore, the engine 2 includes a supercharger 33 that compresses intake air using exhaust gas energy, and a liquid-cooled intercooler 34 that cools the air compressed by the supercharger 33. The supercharger 33 is a turbocharger, and includes a turbine wheel 33t, a compressor wheel 33c, a turbine shaft 33s that integrally connects the turbine wheel 33t and the compressor wheel 33c, a waste gate valve 33w, and a blow-off valve 33b. . The turbine wheel 33t is rotatably arranged within a turbine housing formed in the exhaust pipe 30 so as to be located upstream of the upstream purification device 31. The compressor wheel 33c is rotatably disposed within a compressor housing formed in the intake pipe 24 so as to be located between the air cleaner 23 and the throttle valve 25.

The engine 2 configured as described above includes an engine electronic control unit (not shown) as a second control unit including a microcomputer having a CPU, ROM, RAM, input/output interface, etc., various drive circuits, various logic ICs, etc. (hereinafter referred to as "engine ECU") 200. As shown in FIG. 3, the engine ECU 200 includes a crank angle sensor 22a, an air flow meter 24a, an intake pressure sensor 24p, a boost pressure sensor 24c, an intake air temperature sensor 24t, a throttle opening sensor 25o, a surge pressure sensor 26p, and a temperature sensor 26t. , the upstream air-fuel ratio sensor 30f, the downstream air-fuel ratio sensor 30r, the exhaust gas temperature sensor 30t, the water temperature sensor 35t, etc., are acquired through input ports (not shown).

The crank angle sensor 22a detects the rotational position (crank position) of the crankshaft 22. The air flow meter 24a detects the intake air amount Qa on the upstream side of the compressor wheel 33c of the intake pipe 24. The intake pressure sensor 24p detects the intake pressure Pin of the intake pipe 24 upstream of the compressor wheel 33c. The supercharging pressure sensor 24c detects the supercharging pressure Pc, which is the pressure of the air compressed by the compressor wheel 33c between the compressor housing of the intake pipe 24 and the intercooler 34. The intake air temperature sensor 24t detects the intake air temperature Tin on the upstream side of the compressor wheel 33c of the intake pipe 24.

The throttle opening sensor 25o detects the opening of the throttle valve 25. The surge pressure sensor 26p detects the surge pressure Ps, which is the pressure of the air in the surge tank, and the temperature sensor 26t detects the surge temperature Ts, which is the temperature of the air in the surge tank. The upstream air-fuel ratio sensor 30f detects an upstream air-fuel ratio AFf that is the air-fuel ratio of exhaust gas flowing into the upstream purifying device 31 on the upstream side of the upstream purifying device 31, and the downstream air-fuel ratio sensor 30r A downstream air-fuel ratio AFr, which is an air-fuel ratio of exhaust gas flowing into the downstream purifying device 32 on the downstream side of the side purifying device 31, is detected. The exhaust gas temperature sensor 30t detects the temperature Teg of the exhaust gas flowing through the portion of the exhaust pipe 30 between the upstream purification device 31 and the downstream purification device 32. The water temperature sensor 35t detects the water temperature Tw (temperature of the engine 2) of the cooling water that cools the engine block and the like.

Engine ECU 200 calculates the rotation speed Ne of engine 2 (crankshaft 22) based on the crank position from crank angle sensor 22a. Engine ECU 200 also calculates load factor KL based on intake air amount Qa from air flow meter 24a and engine speed Ne. The load factor KL is the ratio of the volume of air actually taken in during one cycle to the stroke volume per cycle of the engine 2. Then, the engine ECU 200 controls the throttle valve 25 (intake air amount), the plurality of port injection valves 28p, the plurality of in-cylinder injection valves 28d (fuel injection amount), and the Controls the spark plug 29 (ignition timing), etc. Furthermore, engine ECU 200 controls waste gate valve 33w and blow-off valve 33b of supercharger 33, an electric pump (not shown) that pumps cooling water, and the like. Note that the engine 2 may be a diesel engine including a diesel particulate filter (DPF), or may be an LPG engine.

The planetary gear 3 is a differential rotation mechanism that includes a sun gear 3s, a ring gear 3r, and a planetary carrier 3c that rotatably supports a plurality of pinion gears 3p. As shown in FIG. 1, sun gear 3s is connected to the rotor of motor generator MG1, and planetary carrier 3c is connected to crankshaft 22 of engine 2 via damper mechanism DD. Further, the ring gear 3r rotates coaxially and integrally with the counter drive gear 4a (output member) of the gear train 4. In addition to the counter drive gear 4a, the gear train 4 includes a counter driven gear 4b and a final drive gear (drive pinion gear) 4c. The final drive gear 4c meshes with the differential ring gear Dr of the differential gear DF, and is connected to left and right wheels (drive wheels) W via the differential gear DF and the drive shaft DS. Thereby, the planetary gear 3, the gear train 4, and the differential gear DF transmit a part of the output torque of the engine 2 as a power generation source to the wheels W, and also operate a transaxle that connects the engine 2 and the motor generator MG1 with each other. Configure.

Motor generator MG1 mainly operates as a generator that converts at least a portion of the power from engine 2, which is operated under load, into electric power. Further, motor generator MG2 is connected to left and right wheels W via drive gear 4d, counter driven gear 4b, final drive gear 4c, differential gear DF including differential ring gear Dr, and drive shaft DS. The motor generator MG2 mainly operates as an electric motor that is driven by at least one of the electric power from the battery 5 and the electric power from the motor generator MG1 to generate a driving torque to the drive shaft DS.

The battery 5 is, for example, a lithium ion secondary battery or a nickel metal hydride secondary battery. The battery 5 is managed by a battery management electronic control unit (hereinafter referred to as "battery ECU") 500 including a microcomputer having a CPU (not shown) and the like. The battery ECU 500 adjusts the terminal voltage VB of the battery 5 detected by the voltage sensor 5v, the charging/discharging current IB of the battery 5 detected by the current sensor, the battery temperature Tb of the battery 5 detected by the battery temperature sensor 5t, etc. Based on this, the SOC (charging rate), allowable charging power Win (negative value), allowable discharging power Wout (positive value), etc. of the battery 5 are derived.

PCU 6 includes a first inverter that drives motor generator MG1, a second inverter that drives motor generator MG2, and a step-up converter that can boost the power from battery 5 and step down the power from motor generators MG1 and MG2. etc. (all not shown). The PCU 6 is controlled by a motor electronic control unit (hereinafter referred to as "MGECU") 600 that includes a microcomputer and the like having a CPU (not shown).

The HVECU 100 includes a microcomputer including a CPU, various drive circuits, various logic ICs, and the like. As shown in FIG. 3, the HVECU 100 detects a vehicle speed V detected by a vehicle speed sensor 90, an accelerator opening degree Acc indicating the amount of depression of an accelerator pedal (not shown) detected by an accelerator pedal position sensor 91, and an accelerator opening degree Acc detected by a shift position sensor 92. The shift position SP of a shift lever (not shown), etc., are acquired. Furthermore, the HVECU 100 exchanges information with the ECUs 200, 500, 600, a brake electronic control device (not shown) that controls a hydraulic brake actuator (not shown), etc., and transmits information such as vehicle speed V, accelerator opening Acc, and each ECU 200, 500. , 600, etc., controls the hybrid vehicle 1 in an integrated manner.

When the hybrid vehicle 1 is running, the HVECU 100 derives the required torque Tr* (including the required braking torque) to be output to the drive shaft DS corresponding to the accelerator opening Acc and the vehicle speed V from a required torque setting map (not shown). . Furthermore, the HVECU 100 sets the required driving power Pd* (=Tr*×Nds) required for the hybrid vehicle 1 to travel based on the required torque Tr* and the rotation speed Nds of the drive shaft DS. The HVECU 100 also outputs the required torque Tr*, the required running power Pd*, the separately set target charging/discharging power Pb* of the battery 5 (positive on the discharging side), the SOC from the battery ECU 500, the allowable charging power Win, the allowable discharging power Wout, etc. Based on this, it is determined whether or not to operate the engine 2 under load.

When operating the engine 2 under load, the HVECU 100 sets a target power Pe* (=Pd*−Pb*+Loss) that the engine 2 should output based on the required driving power Pd*, the target charging/discharging power Pb*, and the like. Furthermore, the HVECU 100 sets a target rotational speed Ne* of the engine 2 according to the target power Pe* so that the engine 2 is operated efficiently and does not fall below a lower limit rotational speed Nelim according to the driving state of the hybrid vehicle 1. do. Furthermore, HVECU 100 sets torque commands Tm1*, Tm2* for motor generators MG1, MG2 according to required torque Tr*, target rotation speed Ne*, etc. within the range of allowable charging power Win and allowable discharging power Wout of battery 5. do. On the other hand, when stopping the operation of the engine 2, the HVECU 100 sets the target power Pe*, the target rotational speed Ne*, and the torque command Tm1* to zero. Furthermore, HVECU 100 sets torque command Tm2* within the range of allowable charging power Win and allowable discharging power Wout of battery 5 so that torque corresponding to requested torque Tr* is output from motor generator MG2 to drive shaft DS. .

Then, HVECU 100 transmits target power Pe* and target rotational speed Ne* to engine ECU 200, and transmits torque commands Tm1* and Tm2* to MGECU 600. The engine ECU 200 controls intake air amount, fuel injection amount, ignition timing, etc. based on target rotational speed Ne*, target power Pe*, and target torque Te* (=Pe*/Ne*) corresponding to target rotational speed Ne*. control. In this embodiment, the engine ECU 200 basically executes fuel injection control so that the air-fuel ratio in each combustion chamber 20 of the engine 2 becomes the stoichiometric air-fuel ratio (=14.6-14.7). Further, the engine ECU 200 injects fuel into each combustion chamber 20 from either or both of the port injection valve 28p and the in-cylinder injection valve 28d, depending on the load of the engine 2 (target power Pe*), etc. .

Furthermore, MGECU 600 performs switching control on the first and second inverters and the boost converter based on torque commands Tm1* and Tm2*. When engine 2 is operated under load, motor generators MG1 and MG2 convert part (when battery 5 is charging) or all (when battery 5 is discharged) of the power output from engine 2 into torque together with planetary gear 3. It is controlled to output to the drive shaft DS. Thereby, the hybrid vehicle 1 runs (HV running) using the power (direct torque) from the engine 2 and the power from the motor generator MG2. On the other hand, when the operation of engine 2 is stopped, hybrid vehicle 1 travels (EV travel) using only the power (drive torque) from motor generator MG2.

Here, the hybrid vehicle 1 of this embodiment includes a downstream purification device 32 having a particulate filter PF as an exhaust gas purification device. The amount Dpm of particulate matter deposited in the particulate filter PF increases as the traveling distance of the hybrid vehicle 1 increases, and also increases as the environmental temperature decreases. Therefore, in the hybrid vehicle 1, when the accumulated amount Dpm of particulate matter in the particulate filter PF increases, a large amount of air, that is, oxygen, is sent to the particulate filter PF whose temperature has been sufficiently raised to burn the particulate matter. It is necessary to regenerate the particulate filter PF.

Therefore, in the hybrid vehicle 1, when the engine 2 is operated under load in response to the driver's depression of the accelerator pedal or a request to charge the battery 5, the engine ECU 200 automatically activates at least one combustion chamber of the engine 2. Partial cylinder fuel cut control (catalyst temperature increase control) is executed to stop the fuel supply to the combustion chambers 20 and to supply fuel to the remaining combustion chambers 20. Furthermore, when stopping the fuel supply to any one combustion chamber 20 of the engine 2, the engine ECU 200 enriches the air-fuel ratio in the remaining combustion chambers 20. Furthermore, in the present embodiment, the engine ECU 200 controls fuel injection (ignition) when partial cylinder fuel cut control is not executed to the combustion chamber 20 to which fuel supply has already been stopped, depending on the temperature of the particulate filter PF, etc. ) is selected for which combustion chambers 20 are not continuously performed, and fuel supply to the selected combustion chambers 20 is stopped.

As a result, a relatively large amount of air, that is, oxygen, is introduced into the upstream and downstream purifying devices 31 and 32 from the combustion chamber 20 (fuel cut cylinder) to which fuel supply has been stopped, and the combustion chamber 20 to which fuel has been supplied is introduced. A relatively large amount of unburned fuel is introduced from the chamber 20 (combustion cylinder). As a result, during load operation of the engine 2, a relatively large amount of unburned fuel is reacted in the presence of sufficient oxygen, and the exhaust gas purification catalyst of the upstream purification device 31 or the particulate filter supporting the exhaust gas purification catalyst is It becomes possible to sufficiently and quickly raise the temperature of PF by the heat of reaction. Furthermore, more oxygen is introduced from the plurality of fuel cut cylinders into the particulate filter PF, whose temperature has risen together with the exhaust gas purification catalyst of the downstream purification device 32, so that the particulate matter deposited on the particulate filter PF is burnt well. be able to. Therefore, in the hybrid vehicle 1, even in a low-temperature environment where a large amount of particulate matter tends to accumulate on the particulate filter PF, especially in an extremely low-temperature environment where the average daily temperature is below -20°C, the particulate filter It becomes possible to regenerate the particulate filter PF by properly burning the particulate matter deposited on the PF. In addition, in the hybrid vehicle 1, S poisoning and HC poisoning of the exhaust gas purification catalyst of the upstream purification device 31 can be favorably alleviated.

Further, when the engine ECU 200 executes the partial cylinder fuel cut control, the HVECU 100 sets the target power Pe* corresponding to the same accelerator opening Acc and vehicle speed V so that the engine ECU 200 does not execute the partial cylinder fuel cut control. Make it bigger than sometimes. Thereby, it is possible to suppress a decrease in the output torque of the engine 2 when the partial cylinder fuel cut control is executed. In the present embodiment, during execution of partial cylinder fuel cut control, the HVECU 100 adjusts the target power Pe* by a value (increasing amount) according to the operating point (rotation speed and torque) of the engine 2 derived from a map (not shown). increase.

Furthermore, while the partial cylinder fuel cut control is being executed, the HVECU 100, in cooperation with the MGECU 600, applies power to compensate for the insufficient torque (driving force) due to the stoppage of fuel supply to at least one of the combustion chambers 20. Controls motor generator MG2 as a generator. More specifically, HVECU 100 (and MGECU 600) operates motor generator MG2 (electric motor) to compensate for insufficient torque while fuel supply to at least one combustion chamber 20 is stopped (during fuel cut). control. As a result, while the partial cylinder fuel cut control is being executed, the torque that is insufficient due to the stoppage of fuel supply to some combustion chambers 20 is compensated for with high precision and responsiveness from the motor generator MG2, thereby improving the drivability of the hybrid vehicle 1. It becomes possible to suppress the deterioration of .

On the other hand, in a low-temperature environment, the allowable charging power Win of the battery 5 mounted on the hybrid vehicle 1 is set to be small (the absolute value is small) as the battery temperature Tb decreases. Therefore, in order to keep the electric power (charging power) from the motor generator MG1, which generates electricity using at least a part of the power from the engine 2 operated under load, within the range of the allowable charging electric power Win, the electric power output from the engine 2 is It is required to accurately bring the power close to the relatively small target power Pe*. However, if the controllability of engine 2 during load operation is not ensured, the power from motor generator MG1 (charging power) tends to fluctuate near the allowable charging power Win, and the operating state of engine 2 changes under load. It is frequently switched between the operating state and the self-sustaining state in which no torque is output. In such a case, there is a risk that the battery 5 may not be charged as required and the SOC may not be secured, or that vibrations and noise may become apparent due to fluctuations in the operating state of the engine 2.

Based on this, the HVECU 100 as a first control unit adjusts the opening of the throttle valve 25 according to the state of the hybrid vehicle 1 so that the output torque of the engine 2 becomes the target torque Te* corresponding to the target power Pe*. The engine ECU 200, which serves as the second control section, is requested to perform throttle feedback control that provides feedback control. Engine ECU 200 then executes the throttle feedback control in response to a request from HVECU 100.

In the present embodiment, the throttle feedback control calculates a feedback amount for matching the output torque of the engine 2 derived by the HVECU 100 and the output torque of the engine 2 estimated by the engine ECU 200, and uses the calculated feedback amount to match the output torque of the engine 2 derived by the HVECU 100. This is reflected in the target opening degree of the throttle valve 25. Therefore, when throttle feedback control is executed by engine ECU 200, HVECU 100 transmits torque command Tm1* corresponding to the output torque of motor generator MG1 connected to crankshaft 22 via planetary gear 3 to the gear ratio of planetary gear 3. The output torque is converted into the output torque of the engine 2 based on the following, and the derived output torque is transmitted to the engine ECU 200. Further, the engine ECU 200 estimates the output torque of the engine 2 based on the target power Pe* from the HVECU 100, the rotation speed Ne of the engine 2, and the like. Note that the output torque of the engine 2 used for calculating the feedback amount may be derived by an electronic control device other than the HVECU 100 (for example, the MGECU 600).

FIG. 4 is a flowchart illustrating an example of a routine executed by the HVECU 100 as the first control unit to determine whether or not to execute throttle feedback control. The routine in FIG. 4 is executed by HVECU 100 at predetermined time intervals (minute time intervals) when hybrid vehicle 1 is system-activated and HVECU 100 does not request execution of throttle feedback control. When the execution timing of the routine in FIG. 4 arrives, the HVECU 100 receives the separately set target power Pe*, the SOC of the battery 5 transmitted from the battery ECU 500, the allowable charging power Win and the battery temperature Tb, and the engine 2 transmitted from the engine ECU 200. Information necessary for determining whether or not to execute throttle feedback control, such as the intake air temperature Ta, is acquired (step S100).

After the process in step S100, the HVECU 100 determines whether the acquired target power Pe* is equal to or less than a predetermined relatively small execution request power P1 (for example, several kW) (step S110). If it is determined that the target power Pe* exceeds the execution requested power P1 (step S110: NO), the HVECU 100 considers that the load on the engine 2 is high to some extent, and there is no need to execute the throttle feedback control. A signal indicating permission to execute partial cylinder fuel cut control is transmitted to engine ECU 200 (step S105), and the routine of FIG. 4 is temporarily ended.

Further, when it is determined that the target power Pe* is less than or equal to the execution request power P1 (step S110: YES), the HVECU 100 sets the SOC of the battery 5 to a predetermined execution request value S1 (for example, a value around 50%). It is determined whether or not it is less than or equal to (step S120). If it is determined that the SOC of the battery 5 exceeds the execution request value S1 (step S120: NO), the HVECU 100 considers that there is no risk that the SOC of the battery 5 will suddenly decrease, and there is no need to execute the throttle feedback control. , and transmits a signal to engine ECU 200 indicating that execution of partial cylinder fuel cut control is permitted (step S105), and the routine of FIG. 4 is temporarily ended.

Further, if it is determined that the SOC of the battery 5 is equal to or lower than the execution request value S1 (step S120: YES), the HVECU 100 determines that the intake air temperature Ta of the engine 2 is set to a predetermined execution request intake air temperature Ta1 (for example, around 0°C). temperature) or lower (step S130). If it is determined that the intake air temperature Ta is higher than the execution requested intake air temperature Ta1 (step S130: NO), the HVECU 100 considers that the environment around the hybrid vehicle 1 is not a low temperature environment, and there is no need to execute the throttle feedback control. , and transmits a signal to engine ECU 200 indicating that execution of partial cylinder fuel cut control is permitted (step S105), and the routine of FIG. 4 is temporarily ended.

Further, when it is determined that the intake air temperature Ta is equal to or lower than the execution required intake air temperature Ta1 (step S130: YES), the HVECU 100 determines that the battery temperature Tb of the battery 5 is set to a predetermined execution required battery temperature Tb1 (for example, -10°C It is determined whether the temperature is below (the temperature before and after) (step S140). If it is determined that the battery temperature Tb is higher than the execution requested battery temperature Tb1 (step S140: NO), the HVECU 100 considers that there is no risk that the SOC of the battery 5 will suddenly decrease, and there is no need to execute the throttle feedback control. , and transmits a signal to engine ECU 200 indicating that execution of partial cylinder fuel cut control is permitted (step S105), and the routine of FIG. 4 is temporarily ended.

Furthermore, when it is determined that the battery temperature Tb is equal to or lower than the execution request battery temperature Tb1 (step S140: YES), the HVECU 100 sets the allowable charging power Win of the battery 5 to a predetermined execution request power W1 (for example, - several kW). ) or more is determined (step S150). If it is determined that the allowable charging power Win is less than the execution requested power W1 (step S150: NO), the HVECU 100 considers that the allowable charging power Win is not significantly limited, and there is no need to execute throttle feedback control. Then, a signal indicating permission to execute partial cylinder fuel cut control is transmitted to engine ECU 200 (step S105), and the routine of FIG. 4 is temporarily ended.

On the other hand, if it is determined that the allowable charging power Win is greater than or equal to the execution required power W1 (step S150: YES), the HVECU 100 determines that the load on the engine 2 is low and that the engine 2 and battery 5 are in a low temperature environment. It is assumed that there is, and a signal indicating that execution of throttle feedback control is requested and execution of partial cylinder fuel cut control is prohibited is transmitted to engine ECU 200 (step S160), and the routine of FIG. 4 is temporarily ended. That is, the HVECU 100 determines that when the target power Pe* of the engine 2, the state of the engine 2, and the state of the battery 5 each satisfy predetermined conditions (Pe*≦P1 and SOC≦S1 and Ta≦Ta1 and When Tb≦Tb1 and Win≧W1), execution of throttle feedback control is requested.

Further, after requesting the engine ECU 200 to execute the throttle feedback control in step S160 of FIG. 4, the HVECU 100 executes the routine shown in FIG. Execute every other time. When the execution timing of the routine in FIG. 5 arrives, the HVECU 100 receives the separately set target power Pe*, the SOC of the battery 5 transmitted from the battery ECU 500, the allowable charging power Win and the battery temperature Tb, and the engine 2 transmitted from the engine ECU 200. Information necessary for determining whether or not throttle feedback control can be stopped, such as the intake air temperature Ta, is acquired (step S200).

After the process in step S200, the HVECU 100 determines whether the acquired target power Pe* is less than a predetermined request release power P2 that is larger, for example, by about 1-3 kW than the execution request power P1 (step S210). ). If it is determined that the target power Pe* is equal to or higher than the request release power P2 (step S210: NO), the HVECU 100 assumes that the throttle feedback control is no longer necessary due to the increased load on the engine 2, and executes the throttle feedback control. A signal indicating that a stop is requested and execution of partial cylinder fuel cut control is permitted is transmitted to engine ECU 200 (step S205), and the routine of FIG. 5 is ended.

Further, when it is determined that the target power Pe* is less than the request release power P2 (step S210: YES), the HVECU 100 sets a predetermined request in which the SOC of the battery 5 is higher, for example, by about 5% than the execution request value S1. It is determined whether it is less than the release value S2 (step S220). If it is determined that the SOC of the battery 5 is equal to or higher than the request release value S2 (step S220: NO), the HVECU 100 assumes that the throttle feedback control is no longer necessary due to the recovery of the SOC, and requests that the execution of the throttle feedback control be stopped. At the same time, a signal indicating permission to execute partial cylinder fuel cut control is transmitted to engine ECU 200 (step S205), and the routine of FIG. 5 is ended.

Furthermore, if it is determined that the SOC of the battery 5 is less than the request release value S2 (step S220: YES), the HVECU 100 sets the intake air temperature Ta of the engine 2 to a predetermined value higher than the execution request intake air temperature Ta1 by, for example, about 10 degrees Celsius. It is determined whether or not the request cancellation intake air temperature Ta2 is lower than the requested request release intake air temperature Ta2 (step S230). If it is determined that the intake air temperature Ta is equal to or higher than the request release intake air temperature Ta2 (step S230: NO), the HVECU 100 assumes that the environment around the hybrid vehicle 1 is no longer a low temperature environment, and requests the stop of execution of the throttle feedback control. A signal indicating that execution of partial cylinder fuel cut control is permitted is transmitted to engine ECU 200 (step S205), and the routine of FIG. 5 is ended.

Further, when it is determined that the intake air temperature Ta is less than the request release intake air temperature Ta2 (step S230: YES), the HVECU 100 sets a predetermined value such that the battery temperature Tb of the battery 5 is, for example, several degrees higher than the execution request battery temperature Tb1. It is determined whether the request release battery temperature Tb2 is lower than the requested request release battery temperature Tb2 (step S240). If it is determined that the battery temperature Tb is equal to or higher than the request cancellation battery temperature Tb2 (step S240: NO), the HVECU 100 assumes that there is no longer a risk that the SOC of the battery 5 will suddenly decrease, and requests the stoppage of execution of the throttle feedback control. At the same time, a signal indicating permission to execute partial cylinder fuel cut control is transmitted to engine ECU 200 (step S205), and the routine of FIG. 5 is ended.

Furthermore, if it is determined that the battery temperature Tb is less than the request cancellation battery temperature Tb2 (step S240: YES), the HVECU 100 determines that the allowable charging power Win of the battery 5 is smaller than the execution requested power W1 by, for example, several kW (absolute It is determined whether the power exceeds a predetermined request release power W2 (large value) (step S250). If it is determined that the allowable charging power Win is equal to or less than the request release power W2 (step S250: NO), the HVECU 100 considers that the allowable charging power Win is no longer significantly limited, and requests that the execution of the throttle feedback control be stopped. A signal indicating permission to execute partial cylinder fuel cut control is transmitted to engine ECU 200 (step S205), and the routine of FIG. 5 is ended.

On the other hand, if it is determined that the allowable charging power Win exceeds the request release power W2 (step S250: YES), the HVECU 100 determines that the load on the engine 2 is still low and that the engine 2 and battery 5 are in a low temperature environment. 5, and sends a signal to engine ECU 200 requesting execution of throttle feedback control and prohibiting execution of partial cylinder fuel cut control (step S260), and temporarily ends the routine of FIG. let

As described above, in the hybrid vehicle 1, hysteresis is set as a criterion for determining whether or not to execute throttle feedback control. That is, between the execution request power P1 and the request release power P2, which are each compared with the target power Pe*, and between the execution request value S1 and the request release value S2, which are each compared with the SOC of the battery 5, the engine 2 Between the execution request intake air temperature Ta1 and the request release intake air temperature Ta2, which are compared with the intake air temperature Ta; between the execution request battery temperature Tb1 and the request release battery temperature Tb2, which are compared with the battery temperature Tb of the battery 5, respectively; A pre-adapted difference (hysteresis difference) is provided between the execution request power W1 and the request release power W2, which are compared with the allowable charging power Win of the battery 5, to form a dead zone. This makes it possible to effectively suppress frequent switching between requesting throttle feedback control (step S160 in FIG. 4) and canceling the request (step S205 in FIG. 5).

Next, with reference to FIG. 6, a procedure for determining whether engine ECU 200 can perform partial cylinder fuel cut control will be described. FIG. 6 shows that when the engine 2 is operated under load at a predetermined rotation speed Nref (for example, a rotation speed of about 2000 to 3000 rpm) or higher in response to the driver's depression of the accelerator pedal or a request to charge the battery 5, etc. 2 is a flowchart showing a routine executed by engine ECU 200 at predetermined time intervals (minute time intervals) to determine whether to execute cylinder fuel cut control.

When the execution timing of the routine in FIG. 6 arrives, the engine ECU 200 controls the temperature Tpf of the particulate filter PF of the downstream purification device 32, the particulate matter accumulation amount Dpm in the particulate filter PF, and the partial cylinder fuel cut execution flag. Information necessary for such determination is acquired (step S300). Even if the temperature Tpf of the particulate filter PF is estimated separately by the engine ECU 200 based on the intake air amount QA, the rotational speed Ne, the exhaust gas temperature Teg, the upstream air-fuel ratio AFf, the downstream air-fuel ratio AFr, etc. It may be actually measured by a temperature sensor (not shown). The particulate matter accumulation amount Dpm is separately calculated (estimated) at predetermined time intervals by engine ECU 200 using either the well-known driving history method or differential pressure method, depending on the operating state of engine 2, for example. The partial cylinder fuel cut execution flag is turned on when partial cylinder fuel cut control should be executed, and turned off when partial cylinder fuel cut control should not be executed.

After the processing in step S300, engine ECU 200 determines whether execution of throttle feedback control is requested by HVECU 100 and execution of partial cylinder fuel cut control is prohibited (step S310). If HVECU 100 determines that execution of throttle feedback control is not requested (step S310: NO), engine ECU 200 turns off the partial cylinder fuel cut prohibition flag to permit execution of partial cylinder fuel cut control. (Step S320), it is determined whether a temperature increase of the downstream purification device 32 (and upstream purification device 31), that is, regeneration of the particulate filter PF is requested (Step S330).

In step S330, if the partial cylinder fuel cut execution flag is turned off and the partial cylinder fuel cut control is not executed, the engine ECU 200 determines that the accumulation amount Dpm acquired in step S300 is set to a predetermined threshold value D1 (e.g. , about 5000 mg) or more. Further, in step S330, if the engine ECU 200 determines that the accumulation amount Dpm is equal to or higher than the threshold value D1, the engine ECU 200 determines that the temperature Tpf of the particulate filter PF acquired in step S300 is a predetermined temperature increase control start temperature Tx (for example, , a temperature of around 600° C.). Further, in step S330, if the partial cylinder fuel cut execution flag is turned on and the partial cylinder fuel cut control has already been executed, the engine ECU 200 determines that the accumulation amount Dpm acquired in step S300 is set in advance to be less than the above threshold value D1. It is determined whether or not the amount is less than a small threshold value D0 (for example, a value of about 3000 mg).

When the partial cylinder fuel cut control is not executed and the accumulation amount Dpm is less than the threshold value D1, the engine ECU 200 increases the temperature of the downstream purification device 32 (and the upstream purification device 31), that is, the particulate filter PF It is determined that playback of is not requested (step S340: NO). Further, even if the deposition amount Dpm is equal to or higher than the threshold value D1, if the temperature Tpf of the particulate filter PF is equal to or lower than the temperature increase control start temperature Tx, the engine ECU 200 controls the downstream purification device 32 (and the upstream purification device 31). It is determined that further temperature rise is not required (step S340: NO). Furthermore, if the partial cylinder fuel cut control has already been executed and the amount of accumulation Dpm is below the threshold D0, the engine ECU 200 determines that the regeneration of the particulate filter PF has been completed and that the downstream purification device 32 (and It is determined that further temperature rise of the upstream purification device 31) is not required (step S340: NO). If the engine ECU 200 determines that the temperature increase of the downstream purification device 32 is not requested (step S340: NO), the engine ECU 200 turns off the partial cylinder fuel cut execution flag in order to stop the execution of the partial cylinder fuel cut control. (step S380), and the routine of FIG. 6 is temporarily ended.

Further, if the fuel cut control for some cylinders is not executed, the accumulation amount Dpm is equal to or higher than the threshold value D1, and the temperature Tpf of the particulate filter PF is lower than the temperature increase control start temperature Tx, the engine ECU 200 It is determined that an increase in temperature of the downstream purification device 32 by partial cylinder fuel cut control is required (step S340: YES). Further, if the partial cylinder fuel cut control is being executed and the accumulation amount Dpm is above the threshold D0, the engine ECU 200 determines that the regeneration of the particulate filter PF has not been completed, and the partial cylinder fuel cut control is executed. It is determined that the temperature increase of the downstream purification device 32 is still required (step S340: YES). If the engine ECU 200 determines that the temperature increase of the downstream purification device 32 is requested (step S340: YES), the engine ECU 200 turns on the partial cylinder fuel cut execution flag in order to execute the partial cylinder fuel cut control ( Step S350), the routine of FIG. 6 is temporarily ended. When the partial cylinder fuel cut execution flag is turned on in step S350, engine ECU 200 executes the partial cylinder fuel cut after checking other execution permission conditions as necessary.

On the other hand, if HVECU 100 requests execution of throttle feedback control and determines that execution of partial cylinder fuel cut control is prohibited (step S310: YES), engine ECU 200 executes partial cylinder fuel cut control. In order to prohibit this, a partial cylinder fuel cut prohibition flag is turned on (step S360). Furthermore, engine ECU 200 determines whether the partial cylinder fuel cut execution flag is turned on (step S370). If it is determined that the partial cylinder fuel cut execution flag is turned on (step S370: YES), the engine ECU 200 turns off the partial cylinder fuel cut execution flag in order to stop the execution of the partial cylinder fuel cut control. (Step S380), the routine of FIG. 6 is temporarily ended. When the partial cylinder fuel cut execution flag is turned off in step S380 during execution of the partial cylinder fuel cut control, engine ECU 200 stops execution of the partial cylinder fuel cut control. Further, if it is determined that the partial cylinder fuel cut execution flag is turned off (step S370: NO), engine ECU 200 skips the process of step S380 and temporarily ends the routine of FIG. 6.

As described above, hybrid vehicle 1 includes HVECU 100 (first control section) and engine ECU 200 (second control section) that cooperate with each other to control hybrid vehicle 1. The HVECU 100 sets a target power Pe* of the engine 2, and also sets the output torque of the engine 2 to a target torque Te* corresponding to the target power Pe* according to the state of the engine 2 and battery 5 (vehicle state). A request is made to execute throttle feedback control for feedback controlling the opening degree of the throttle valve 25 (step S160 in FIG. 5). Engine ECU 200 also executes throttle feedback control in response to a request from HVECU 100. Furthermore, when the temperature of the downstream purification device 32, that is, the regeneration of the particulate filter PF is requested during load operation of the engine 2 (step S340 in FIG. 6: YES), the engine ECU 200 executes throttle feedback control. On the condition that there is no fuel supply (step S310 in FIG. 6: NO), partial cylinder fuel cut control is executed to stop the fuel supply to at least one cylinder (step S350 in FIG. 6).

As a result, when throttle feedback control is executed in a low-temperature environment where the intake air temperature Ta is below the execution required intake air temperature Ta1 and the battery temperature Tb is below the execution required battery temperature Tb1, the partial cylinder fuel cut control is not executed. It turns out. Therefore, when the hybrid vehicle 1 is in the low-temperature environment, the output torque of the engine 2 can be accurately brought close to the target torque Te* corresponding to the target power Pe* by throttle feedback control. As a result, in a low-temperature environment, it is possible to increase the temperature of the downstream purification device 32 by executing partial cylinder fuel cut control while ensuring good controllability of the engine 2.

Furthermore, when the HVECU 100 requests execution of throttle feedback control (step S310 in FIG. 6: YES), the engine ECU 200 controls the fuel consumption of some cylinders regardless of whether there is a request to raise the temperature of the downstream purification device 32. Cut control is not executed (step S380 in FIG. 6). As a result, if hysteresis is set on the HVECU 100 side as a criterion for determining whether or not throttle feedback control needs to be executed (see FIGS. 4 and 5), execution and stopping of fuel cut control for some cylinders can be frequently switched. This makes it possible to satisfactorily prevent this from occurring.

Further, in the hybrid vehicle 1, a motor generator MG1 is connected to the crankshaft 22 of the engine 2 via a planetary gear 3, and the HVECU 100 controls the engine based on a torque command Tm1* corresponding to the output torque of the motor generator MG1. Derive the output torque of 2. Furthermore, engine ECU 200 estimates the output torque of engine 2 based on target power Pe*, rotation speed Ne, and the like. Further, engine ECU 200 calculates a feedback amount for matching the estimated output torque of engine 2 with the output torque of engine 2 derived by HVECU 100 when executing throttle feedback control. This allows the HVECU 100 to accurately derive the output torque of the engine 2, and also ensures good accuracy in estimating the output torque of the engine 2 by the engine ECU 200 while the throttle feedback control is being executed by stopping the execution of the partial cylinder fuel cut control. can do. Therefore, it is possible to accurately bring the output torque of the engine 2 close to the target torque Te* corresponding to the target power Pe* by throttle feedback control.

The HVECU 100 also sets a target power Pe* based on the required running power Pd* required for the hybrid vehicle 1 to run and the target charging/discharging power Pb* of the battery 5, and causes the engine ECU 200 to cut fuel in some cylinders. When the control is executed, the target power Pe* corresponding to the same accelerator opening Acc and vehicle speed V is made larger than when the partial cylinder fuel cut control is not executed. This makes it possible to suppress a decrease in the output torque of the engine 2 when partial cylinder fuel cut control is executed. In addition, by stopping (prohibiting) execution of such partial cylinder fuel cut control during execution of throttle feedback control, the accuracy of estimating the output torque of the engine 2 by the engine ECU 200 may deteriorate, and the estimation accuracy of the engine 2 output torque derived by the HVECU 100 may deteriorate. The deviation between the output torque of the engine 2 and the output torque of the engine 2 estimated by the engine ECU 200 can be suppressed. As a result, it becomes possible to accurately bring the output torque of the engine 2 close to the target torque Te* corresponding to the target power Pe* by throttle feedback control.

Furthermore, the HVECU 100 determines ( Step S150 in FIG. 4: YES), requesting execution of throttle feedback control (Step S160 in FIG. 4). This makes it possible to execute throttle feedback control at appropriate timing.

Further, the downstream purification device 32 of the hybrid vehicle 1 includes a particulate filter PF that collects particulate matter in the exhaust gas from the engine 2, and the temperature increase of the downstream purification device 32 is caused by the particulate filter PF. It is requested when it is necessary to reproduce (steps S330, S340: YES). As a result, a large amount of oxygen (air) is introduced into the heated particulate filter PF from some combustion chambers 20 whose fuel supply has been stopped due to execution of the partial cylinder fuel cut control, and is deposited in the particulate filter PF. This makes it possible to burn the particulate matter well.

It should be noted that HVECU 100 that executes the processes in FIGS. 4 and 5 and engine ECU 200 that executes the process in FIG. Not even. That is, the hybrid vehicle to which the HVECU 100 and the engine ECU 200 are applied may be a one-motor or two-motor hybrid vehicle as long as it includes an electric motor mechanically connected to the engine crankshaft. It may be a hybrid vehicle of the type. Further, the hybrid vehicle to which HVECU 100 and engine ECU 200 are applied may be a plug-in hybrid vehicle (PHEV).

As described above, the hybrid vehicle control device of the present disclosure includes a multi-cylinder engine (2) having a throttle valve (25), and an exhaust gas purification device (32) that purifies exhaust gas from the multi-cylinder engine (2). A hybrid vehicle (1) including: an electric motor (MG1) capable of generating electricity using at least a portion of the motive power from the multi-cylinder engine (2); and a power storage device (5) that exchanges electric power with the electric motor (MG1). ), the control device sets the target power (Pe*) of the multi-cylinder engine (2), and adjusts the output torque of the multi-cylinder engine (2) to the target power (Pe*) according to the vehicle state. a first control section (100, S160) that requests execution of throttle feedback control that feedback controls the opening degree of the throttle valve (25) so as to achieve a corresponding target torque (Te*); 100), and when a request is made to raise the temperature of the exhaust gas purification device (32) during load operation of the multi-cylinder engine (2) (S340: YES). , a second control unit that executes partial cylinder fuel cut control to stop fuel supply to at least one cylinder (20) on the condition that the throttle feedback control is not executed (S310: NO); 200),

A control device for a hybrid vehicle according to the present disclosure includes first and second control sections, and the first control section sets a target power of a multi-cylinder engine and adjusts the output torque of the multi-cylinder engine according to a vehicle state. Requests execution of throttle feedback control that feedback controls the throttle valve opening so that the target torque corresponds to the target power. Further, the second control section executes throttle feedback control in response to a request from the first control section. Furthermore, when a temperature increase of the exhaust gas purification device is requested during load operation of the multi-cylinder engine, the second control section controls the supply of fuel to at least one cylinder on the condition that throttle feedback control is not executed. Execute fuel cut control for some cylinders to stop supply. As a result, when throttle feedback control is executed in a low-temperature environment, fuel cut control for some cylinders is not executed, so throttle feedback control accurately adjusts the output torque of the multi-cylinder engine to the target torque according to the target power. You can get very close. As a result, in a low-temperature environment, it is possible to increase the temperature of the exhaust gas purification device by executing partial cylinder fuel cut control while ensuring good controllability of the multi-cylinder engine.

Furthermore, when execution of the throttle feedback control is requested by the first control unit (100) (S310: YES), the second control unit (200) increases the temperature of the exhaust gas purification device (32). Regardless of whether or not there is a request, the partial cylinder fuel cut control may not be executed (S380). As a result, by setting hysteresis as a criterion for determining whether or not to execute throttle feedback control on the first control unit side, it is possible to prevent frequent switching between execution and stop of fuel cut control for some cylinders. It becomes possible to suppress the

Further, the electric motor (MG1) may be connected to an output shaft (22) of the multi-cylinder engine (2), and the first control section (100) may control the output of the electric motor (MG1). The output torque of the multi-cylinder engine (2) may be derived based on the torque, and the second control unit (200) derives the output torque of the multi-cylinder engine (2) based on a predetermined parameter. may be calculated, and a feedback amount for matching the estimated output torque with the output torque derived by the first control section (100) may be calculated. This allows the first control section to accurately derive the output torque of the multi-cylinder engine, and also improves the accuracy of estimating the output torque by the second control section during execution of throttle feedback control by stopping execution of fuel cut control for some cylinders. can be secured in good condition. Therefore, the throttle feedback control makes it possible to bring the output torque of the multi-cylinder engine close to the target torque corresponding to the target power with high accuracy.

Further, the first control unit (100) is configured to control power based on power (Pd*) required for running the hybrid vehicle (1) and target charging/discharging power (Pb*) of the power storage device (5). When the target power (Pe*) is set and the partial cylinder fuel cut control is executed by the second control unit (200), compared to when the partial cylinder fuel cut control is not executed, the The target power (Pe*) may be increased. This suppresses a decrease in output torque of a multi-cylinder engine when partial cylinder fuel cut control is executed, and also stops (prohibits) execution of such partial cylinder fuel cut control while throttle feedback control is executed. This makes it possible to accurately bring the output torque of the multi-cylinder engine close to the target torque corresponding to the target power through throttle feedback control.

Furthermore, the first control unit (100) controls when the target power (Pe*), the state of the multi-cylinder engine (2), and the state of the power storage device (5) each satisfy predetermined conditions. (S150: YES), the throttle feedback control may be requested to be executed (S160). This makes it possible to execute throttle feedback control at appropriate timing.

Further, the exhaust gas purification device (32) may include a particulate filter (PF) that collects particulate matter in the exhaust gas from the multi-cylinder engine (2), and the exhaust gas purification device ( The temperature increase in step 32) may be requested when the particulate filter (PF) needs to be regenerated (S340: YES). As a result, a large amount of oxygen is introduced into the particulate filter whose temperature has risen from some cylinders whose fuel supply has been stopped due to execution of the partial cylinder fuel cut control, and the particulate matter accumulated on the particulate filter is effectively removed. It becomes possible to burn it.

A hybrid vehicle control method according to the present disclosure includes: a multi-cylinder engine (2) having a throttle valve (25); an exhaust gas purification device (32) that purifies exhaust gas from the multi-cylinder engine (2); (2) A method for controlling a hybrid vehicle (1) including an electric motor (MG1) capable of generating electricity using at least part of the power from the electric motor (MG1), and a power storage device (5) that exchanges electric power with the electric motor (MG1), When throttle feedback control is being executed to feedback control the opening degree of the throttle valve (25) so that the output torque of the multi-cylinder engine (2) becomes the target torque (Te*), the multi-cylinder engine ( 2) prohibits execution of partial cylinder fuel cut control that stops fuel supply to at least one cylinder (20) (S310: YES, S360-S380).

According to this method, in a low-temperature environment, it is possible to increase the temperature of the exhaust gas purification device by executing partial cylinder fuel cut control while ensuring good controllability of the multi-cylinder engine.

It goes without saying that the invention of the present disclosure is not limited to the above-described embodiments, and that various changes can be made within the scope of the present disclosure. Further, the above-described embodiment is merely one specific form of the invention described in the Summary of the Invention column, and does not limit the elements of the invention described in the Summary of the Invention column.

The invention disclosed herein can be used in the hybrid vehicle manufacturing industry and the like.

1 Hybrid vehicle, 2 Engine (multi-cylinder engine), 3 Planetary gear, 5 Battery (power storage device), 5t Battery temperature sensor, 20 Combustion chamber (cylinder), 22 Crankshaft, 22a Crank angle sensor, 24t Intake temperature sensor, 25 Throttle Valve, 25o throttle opening sensor, 30 exhaust pipe, 31 upstream purification device, 32 downstream purification device, 90 vehicle speed sensor, 91 accelerator pedal position sensor, 100 hybrid electronic control unit (HVECU: first control section), 200 engine Electronic control unit (engine ECU: second control section), MG1, MG2 motor generator.

Claims (7)

A multi-cylinder engine having a throttle valve, an exhaust gas purification device that purifies exhaust gas from the multi-cylinder engine, an electric motor capable of generating electricity using at least a portion of the power from the multi-cylinder engine, and exchanging electric power with the electric motor. In a control device for a hybrid vehicle including a power storage device,
Throttle feedback that sets a target power of the multi-cylinder engine and feedback-controls the opening degree of the throttle valve so that the output torque of the multi-cylinder engine becomes a target torque corresponding to the target power according to the vehicle state. a first control unit that requests execution of control;
The throttle feedback control is executed in response to a request from the first control unit, and the throttle feedback control is executed when a temperature increase of the exhaust gas purification device is requested during load operation of the multi-cylinder engine. a second control unit that executes partial cylinder fuel cut control to stop fuel supply to at least one cylinder on the condition that the fuel supply to at least one cylinder is not performed;
A control device for a hybrid vehicle comprising: The hybrid vehicle control device according to claim 1,
The second control section is configured to perform the partial cylinder fuel cut control when execution of the throttle feedback control is requested by the first control section, regardless of whether or not there is a request for temperature increase of the exhaust gas purification device. A control device for a hybrid vehicle that does not run. The control device for a hybrid vehicle according to claim 1 or 2,
The electric motor is connected to an output shaft of the multi-cylinder engine,
The first control unit derives the output torque of the multi-cylinder engine based on the output torque of the electric motor,
The second control unit estimates the output torque of the multi-cylinder engine based on predetermined parameters, and provides a feedback amount for matching the estimated output torque with the output torque derived by the first control unit. A hybrid vehicle control device that performs calculations. The control device for a hybrid vehicle according to claim 1 or 2,
The first control unit sets the target power based on the power required for running the hybrid vehicle and the target charging/discharging power of the power storage device, and the second control unit sets the target power based on the power required for running the hybrid vehicle and the target power for charging/discharging the power storage device, and the second control unit sets the target power based on the power required for running the hybrid vehicle and the target charging/discharging power of the power storage device, and the second control unit sets the target power based on the power required for running the hybrid vehicle and the target charge/discharge power of the power storage device A control device for a hybrid vehicle that increases the target power when cut control is executed compared to when the partial cylinder fuel cut control is not executed. The control device for a hybrid vehicle according to claim 1 or 2,
The first control unit controls the hybrid vehicle to request execution of the throttle feedback control when the target power, the state of the multi-cylinder engine, and the state of the power storage device each satisfy predetermined conditions. Device. The control device for a hybrid vehicle according to claim 1 or 2,
The exhaust gas purification device includes a particulate filter that collects particulate matter in the exhaust gas from the multi-cylinder engine,
In the hybrid vehicle control device, the temperature increase of the exhaust gas purification device is required when the particulate filter needs to be regenerated. A multi-cylinder engine having a throttle valve, an exhaust gas purification device that purifies exhaust gas from the multi-cylinder engine, an electric motor capable of generating electricity using at least a portion of the power from the multi-cylinder engine, and exchanging electric power with the electric motor. In a method for controlling a hybrid vehicle including a power storage device,
Supplying fuel to at least one cylinder of the multi-cylinder engine when throttle feedback control is being executed to feedback-control the opening degree of the throttle valve so that the output torque of the multi-cylinder engine becomes a target torque. A hybrid vehicle control method that prohibits execution of partial cylinder fuel cut control that stops the engine.

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