JP3470681B2 - Internal combustion engine control device for hybrid vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for controlling an internal combustion engine of a hybrid vehicle having two drive sources of an internal combustion engine and an electric motor.

[0002]

2. Description of the Related Art In recent years, in automobiles and the like, two power sources, an internal combustion engine and an electric motor, are provided for the purpose of reducing fuel consumption of the internal combustion engine, reducing emissions of exhaust gas discharged from the internal combustion engine, and reducing noise. The development of hybrid vehicles equipped with is underway.

As a hybrid vehicle as described above,
An internal combustion engine, a generator driven by the output of the internal combustion engine, a battery that stores the electric power generated by the generator,
2. Description of the Related Art There is known a hybrid vehicle including a generator or an electric motor driven by electric power of a battery, and at least one of the electric motor and the internal combustion engine drives wheels.

According to such a hybrid vehicle, since the internal combustion engine can be efficiently operated, it is possible to significantly reduce the fuel consumption amount, the exhaust gas emission amount, and the noise level. .

By the way, in the hybrid vehicle as described above, exhaust purification components such as an exhaust purification catalyst and an air-fuel ratio sensor provided in an exhaust system of the internal combustion engine are provided in a predetermined manner immediately after the internal combustion engine is cold started. When the temperature is below the activation temperature, hydrocarbons (HC) and carbon monoxide (C
It becomes difficult to sufficiently remove harmful gas components such as O) and nitrogen oxides (NOx).

In order to solve such a problem, a control device for an engine-driven generator of a hybrid vehicle as disclosed in Japanese Patent Application Laid-Open No. 5-328528 has been conventionally proposed. In a hybrid vehicle including an engine and a motor, the control device described in this publication controls the output of the engine and the field current of the generator when the temperature of engine-related parts including the engine body is low. By doing so, the engine operating state is brought to a desired warm-up operating state, so that engine-related parts are warmed up early.

[0007]

According to the above control device, when the internal combustion engine is in the warm-up operation state, the output of the internal combustion engine is limited, so that the vehicle mainly uses the output of the battery. Will be driven.

Therefore, if the output of the battery drops while the internal combustion engine is in the warm-up operation state, the execution of the warm-up operation is temporarily interrupted, and the output of the internal combustion engine is used to generate power to generate power. It is possible to drive the vehicle and charge the battery with electric power. By the way, if the prohibition determination of the warm-up operation is simply performed using the output of the battery as a parameter, the execution and interruption of the warm-up operation may be repeated within a short period of time.

For example, when the temperature of the battery is extremely low, the battery is in an inactive state. Therefore, when the load of the battery increases due to the execution of the warm-up operation, the output of the battery rapidly decreases and the execution of the warm-up operation is performed. If the load of the battery becomes low due to the interruption, the output of the battery may recover rapidly.

In such a case, so-called hunting occurs in which execution and interruption of the warm-up operation are repeated within a short period of time, and as a result, the operation form of the drive system including the internal combustion engine and the electric motor is short-termed. It may change over time, and the driver's bilility may deteriorate.

The present invention has been made in view of the above circumstances, and when a predetermined condition is satisfied, the internal combustion engine is warmed up, and a hybrid vehicle that runs using an electric motor as a main power source is warmed up. An object of the present invention is to suppress the deterioration of driver's ability by providing a technique capable of preventing the occurrence of hunting in machine operation control.

[0012]

The present invention adopts the following means in order to solve the above problems. That is, the internal combustion engine control device for a hybrid vehicle according to the present invention is a hybrid mechanism that drives the vehicle by selectively utilizing the power of the internal combustion engine and the power of the electric motor, and when the predetermined warm-up condition is satisfied, When the electric motor functions as a main drive source of the vehicle and the warm-up operation control means controls the hybrid mechanism to warm-up the internal combustion engine, and the warm-up operation control means executes the warm-up operation control. When the warm-up condition is not satisfied, the warm-up interruption means for interrupting the execution of the warm-up operation control, and the warm-up condition when the warm-up interruption means is interrupting the execution of the warm-up operation control If established, warm-up resuming means for resuming execution of the warm-up operation control and prohibition of resumption of execution of the warm-up operation control by the warm-up resuming means based on at least the execution history of the warm-up operation control Is characterized in that it comprises a warm-up resuming inhibiting means determines Luke, the.

In the internal combustion engine control device for a hybrid vehicle thus constructed, the warm-up operation control means causes the electric motor to function as the main drive source of the vehicle and warms up the internal combustion engine when the warm-up condition is satisfied. The hybrid mechanism is controlled to operate. In this case, the hybrid car
The vehicle will travel using the power of the electric motor as the main drive source.

If the warm-up condition is not satisfied during the execution of the warm-up operation control, the warm-up interruption means temporarily interrupts the execution of the warm-up operation control by the warm-up operation control means. After that, when the warm-up condition is satisfied, the warm-up resuming means restarts the execution of the warm-up operation control by the warm-up operation control means.

On the other hand, the warm-up restart prohibiting means determines whether or not to prohibit the restart of the warm-up operation control by the warm-up restarting means based on at least the execution history of the warm-up operation control. At that time, in the execution history of the warm-up operation control, when the execution suspension and the restart of the warm-up operation control are repeated within a predetermined period, that is, when the hunting of the warm-up operation control occurs, the warm-up is performed. If the execution resumption of the operation control is prohibited, the execution interruption and the execution resumption of the warm-up operation control will not be repeated thereafter.

As a result, hunting of the warm-up operation control does not occur after the resumption of execution of the warm-up operation control is prohibited. Further, in the internal combustion engine control device for a hybrid vehicle according to the present invention, the warm-up restart prohibiting means prohibits the restart of the warm-up operation control in consideration of the state of the hybrid mechanism in addition to the execution history of the warm-up operation control. It may be determined whether or not.

For example, when the hybrid mechanism is provided with a battery for supplying drive power to the electric motor when the internal combustion engine is warmed up, the temperature of the battery becomes extremely low below a predetermined temperature. In the above, when the load of the battery becomes high due to the execution of the warm-up operation control, the output of the battery is rapidly decreased and the execution of the warm-up operation control is interrupted.
It is expected that when the load on the battery decreases due to the interruption of the warm-up operation control, the output of the battery is rapidly restored and the execution of the warm-up operation control is restarted in a short cycle.

Therefore, the warm-up resumption prohibiting means suspends the execution of the warm-up operation control in the execution history of the warm-up operation control, and when the temperature of the battery at that time is equal to or lower than the predetermined temperature, warm-up is performed. It is also possible to prohibit the resumption of execution of operation control.

In this case, under the condition that the temperature of the battery becomes extremely low temperature equal to or lower than the predetermined temperature, when the load of the battery becomes high due to the execution of the warm-up operation control, the output of the battery rapidly decreases and the execution of the warm-up operation control is executed. If the load on the battery is lowered due to the interruption of the execution of the warm-up operation control, the output of the battery is rapidly restored, and the execution of the warm-up operation control is not repeated.

As a result, interruption and restart of the warm-up operation control are not repeated in a short cycle, and hunting of the warm-up operation control does not occur.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION Specific embodiments of an internal combustion engine controller for a hybrid vehicle according to the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram showing a schematic structure of a hybrid mechanism mounted on a hybrid vehicle to which an internal combustion engine control device according to the present invention is applied. The hybrid mechanism shown in FIG. 1 includes two power sources, an internal combustion engine 1 and an electric motor 2 as an electric motor according to the present invention.

The internal combustion engine 1 has four cylinders.
It is a stroke-cycle water-cooled gasoline engine. An ignition plug 25 is attached to the internal combustion engine 1 so as to face a combustion chamber (not shown) of each cylinder, and a crankshaft serving as an engine output shaft has a predetermined angle (for example, 10 °).
CA) A crank position sensor 17 that outputs a pulse signal each time it rotates and a water temperature sensor 18 that outputs an electric signal corresponding to the temperature of cooling water flowing through a water jacket formed in the internal combustion engine 1 are attached. There is.

An intake branch pipe 20 composed of four branch pipes is connected to the internal combustion engine 1. Each branch pipe of the intake branch pipe 20 communicates with the combustion chamber of each cylinder via an intake port (not shown), and is connected to a surge tank 21 for suppressing intake pulsation. A fuel injection valve 26 is attached to a portion of each branch pipe of the intake branch pipe 20 immediately upstream of the internal combustion engine 1 so that its injection hole faces the intake port.

An intake pipe 22 is connected to the surge tank 21, and the intake pipe 22 is connected to the air cleaner box 3.
It is connected to 2. An air flow meter 31 that outputs an electric signal corresponding to the mass of fresh air flowing in the intake pipe 22 is provided in the middle of the intake pipe 22. A throttle valve 19 for adjusting the flow rate of fresh air flowing in the intake pipe 22 is provided in a portion of the intake pipe 22 downstream of the air flow meter 31.

The throttle valve 19 is composed of a stepper motor or the like, and a throttle actuator 19b for opening and closing the throttle valve 19 according to the amount of applied current.
And a throttle position sensor 19a for outputting an electric signal corresponding to the opening degree of the throttle valve 19.

On the other hand, the internal combustion engine 1 is connected to an exhaust branch pipe 12 formed so that four branch pipes merge into one collecting pipe. Each branch pipe of the exhaust branch pipe 12 communicates with the combustion chamber of each cylinder via an exhaust port (not shown). A collecting pipe of the exhaust branch pipe 12 is connected to an exhaust pipe 13, and the exhaust pipe 13 is connected downstream to a muffler (not shown).

An exhaust gas purification catalyst 14 for purifying harmful gas components in the exhaust gas is provided in the middle of the exhaust pipe 13. The exhaust gas purification catalyst 14 may include, for example, hydrocarbons (HC), carbon monoxide (CO) in the exhaust gas when the air-fuel ratio of the exhaust gas flowing into the exhaust gas purification catalyst 14 is a predetermined air-fuel ratio near the stoichiometric air-fuel ratio. And a three-way catalyst for purifying nitrogen oxides (NOx), and when the air-fuel ratio of the exhaust flowing into the exhaust purification catalyst 14 is a lean air-fuel ratio, the nitrogen oxides (NO in the exhaust gas
x) is stored, and when the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 14 is the stoichiometric air-fuel ratio or the rich air-fuel ratio, it is reduced and purified while releasing the stored nitrogen oxides (NOx). -Type NOx catalyst, when the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 14 is a lean air-fuel ratio and a predetermined reducing agent is present, the nitrogen oxides (NO
Examples thereof include a selective reduction type NOx catalyst for purifying x), or a catalyst configured by appropriately combining the above catalysts.

An air-fuel ratio sensor 27, which outputs an electric signal corresponding to the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 14, is attached to a portion of the exhaust pipe 13 immediately upstream of the exhaust purification catalyst 14. .

A catalyst temperature sensor 15 that outputs an electric signal corresponding to the floor temperature of the exhaust purification catalyst 14 is attached to the exhaust purification catalyst 14. The catalyst temperature sensor 1
5 is not always necessary, and the catalyst bed temperature of the exhaust purification catalyst 14 may be estimated by using various parameters (for example, the cooling water temperature and the elapsed time from the time when the internal combustion engine 1 is started). Good. In the case of an internal combustion engine equipped with an exhaust temperature sensor that detects the temperature of exhaust gas, the catalyst bed temperature of the exhaust purification catalyst 14 may be estimated from the output signal value of the exhaust temperature sensor.

The crankshaft, which is the engine output shaft of the internal combustion engine 1, is connected to the output shaft 1a,
The output shaft 1a is connected to the power split mechanism 4. The power split mechanism 4 is mechanically connected to the rotating shaft (motor rotating shaft) 2a of the generator 3 and the electric motor 2.

The power split mechanism 4 includes, for example, a planetary carrier that rotatably supports a pinion gear, and a ring gear that is arranged outside the planetary carrier.
The planetary carrier comprises a planetary gear including a sun gear arranged inside the planetary carrier, the rotation shaft of the planetary carrier is connected to the output shaft 1a, and the rotation shaft of the ring gear is the motor rotation shaft 2a. The rotation shaft of the sun gear is connected to the generator 3.

A speed reducer 7 is connected to a motor rotating shaft 2a of the electric motor 2, and wheels 10 and 11 as driving wheels are connected to the speed reducer 7 via drive shafts 8 and 9. The speed reducer 7 is configured by combining a plurality of gears, and reduces the rotation speed of the motor rotation shaft 2a and transmits it to the drive shafts 8 and 9.

The generator 3 is electrically connected to the inverter 5, and the inverter 5 is electrically connected to the battery 6 and the electric motor 2. The generator 3 is composed of an AC synchronous electric motor, and when an exciting current is applied, the kinetic energy input from the internal combustion engine 1 via the power split mechanism 4 is converted into electric energy to generate electric power. To do. Further, when the driving power from the battery 6 is applied when the internal combustion engine 1 is started, the generator 3 acts as a starter motor of the internal combustion engine 1.

The battery 6 is constructed by connecting a plurality of nickel hydrogen batteries in series. An SOC controller 16 that calculates the state of charge of the battery 6 from the integrated value of the discharge current amount and the charge current amount of the battery 6 and an electric signal corresponding to the temperature of the battery 6 are output to the battery 6. Battery temperature sensor 33
And are attached.

The electric motor 2 is composed of an AC synchronous electric motor, and when the electric power generated by the generator 3 and / or the electric power of the battery 6 is applied, a torque corresponding to the magnitude of the applied electric power is applied. The motor rotation shaft 2a is rotationally driven.

When the vehicle is decelerated, the electric motor 2 is applied with an exciting current from the battery 6 to act as a generator, and the wheels 10, 11 drive shafts 8, 9 and the speed reducer 7 to drive the motor rotating shaft 2a. The so-called regenerative power generation that converts the kinetic energy transmitted to the electric energy into electric energy is performed.

The inverter 5 is a power conversion device formed by combining a plurality of power transistors,
Application of electric power generated by the generator 3 to the battery 6, application of electric power generated by the generator 3 to the electric motor 2, and application of electric power stored in the battery 6 to the electric motor 2.
Application of the electric power regenerated by the electric motor 2 to the battery 6 is selectively switched.

Here, in the present embodiment, the generator 3 is composed of an AC synchronous motor and the battery 6 is composed of a DC battery. Therefore, the inverter 5 uses the electric power generated by the generator 3. Is applied to the battery 6, the AC voltage generated by the generator 3 is converted into a DC voltage and then applied to the battery 6.

Further, since the electric motor 2 is composed of an AC synchronous motor and the battery 6 is composed of a DC battery, the inverter 5 is a battery when the electric power of the battery 6 is applied to the electric motor 2. After converting the DC voltage of 6 into an AC voltage, it is applied to the electric motor 2 to
When applying the power regenerated by the above to the battery 6,
The AC voltage regenerated by the electric motor 2 is converted into a DC voltage and then applied to the battery 6.

The hybrid mechanism configured as described above includes an electronic control unit (E-ECU) 23 for controlling the internal combustion engine 1 and an electronic control unit (H) for comprehensively controlling the entire hybrid mechanism. -ECU) 24
Are installed side by side, and these E-ECU 23 and H-ECU 24
And are connected to each other by a communication line capable of bidirectional communication.

The E-ECU 23 includes a catalyst temperature sensor 15, a crank position sensor 17, and a water temperature sensor 1.
8, various sensors such as the throttle position sensor 19a, the air-fuel ratio sensor 27, and the air flow meter 31 are connected via electrical wiring, and the output signal of each sensor is the E-ECU 2
3 is input.

A throttle actuator 19b, a spark plug 25, and a fuel injection valve 26 are connected to the E-ECU 23 via electrical wiring, and the E-ECU 23 controls the throttle actuator 19b, the spark plug 25, and the fuel injection valve 2.
It is possible to transmit a control signal to No. 6.

The H-ECU 24 has, in addition to the SOC controller 16 and the battery temperature sensor 33, an accelerator position sensor for outputting an electric signal corresponding to the operation amount (accelerator opening) of the accelerator pedal 28 mounted in the vehicle compartment. 29, various sensors such as a vehicle speed sensor 30 that outputs an electrical signal corresponding to the traveling speed of the vehicle are connected via electrical wiring, and the output signal of each sensor is the H-ECU 24.
It is designed to be input to.

The H-ECU 24 is connected to the electric motor 2, the generator 3 and the inverter 5 via electric wiring, and transmits a control signal from the H-ECU 24 to the electric motor 2, the generator 3 and the inverter 5. It is possible.

In the control system constructed as described above, HE
The CU 24 controls the electric motor 2, the generator 3, and the inverter 5 based on the output signals of the accelerator position sensor 29, the SOC controller 16, the vehicle speed sensor 30, etc., and also controls the internal combustion engine 1 via the E-ECU 23. .

For example, the H-ECU 24 controls the E-ECU 23 and the inverter 5 to start the internal combustion engine 1 when an ignition switch (not shown) is switched from off to on. Specifically, the H-ECU 2
Reference numeral 4 controls the inverter 5 to apply drive power from the battery 6 to the generator 3 to operate the generator 3 as a starter motor, and to operate the throttle valve 19, the spark plug 25, and the fuel injection valve 26. E-ECU
23 to the engine start request signal.

In this case, in the power split mechanism 4, the generator 3
While the sun gear connected to the wheel rotates, the wheels 10, 1
Since the ring gear connected to 1 is stopped, almost all the rotation torque of the sun gear is transmitted to the planetary carrier.

Since the planetary carrier of the power split mechanism 4 is connected to the output shaft 1a of the internal combustion engine 1, when the planetary carrier receives the rotational torque of the sun gear and rotates, the output shaft 1a rotates accordingly. .

At this time, the E-ECU 23 operates the spark plug 25, the throttle valve 19, and the fuel injection valve 26, whereby the cranking of the internal combustion engine 1 is realized and the internal combustion engine 1 is started.

If the temperature of the cooling water is equal to or higher than the predetermined temperature and the catalyst bed temperature of the exhaust purification catalyst 14 is equal to or higher than the predetermined activation temperature after the internal combustion engine 1 is started, the H-ECU 24 determines that
An engine stop request signal is transmitted to the E-ECU 23 to stop the operation of the internal combustion engine 1.

When the vehicle is stopped with the ignition switch turned on, the H-ECU 24 sends an engine stop request signal to the E-ECU 23 to stop the operation of the internal combustion engine 1 and the electric motor 2 is stopped. The inverter 5 is controlled to stop the rotation.

However, when the output signal value of the SOC controller 16 (the signal value indicating the charge state of the battery 6) falls below a predetermined reference value when the vehicle is stopped, an internal combustion engine such as a compressor of an indoor air conditioner is used. When it is necessary to operate the auxiliary machinery that is driven by using a part of the output of 1, or when it is necessary to warm up the internal combustion engine 1 and the exhaust purification system, the H-ECU 24 The inverter 5 and the E-ECU 23 are forbidden to stop the operation of the internal combustion engine 1 or restart the once stopped internal combustion engine 1.
To control.

When restarting the internal combustion engine 1, the H-EC
First, the U 24 transmits an engine start request signal to the E-ECU 23 and controls the inverter 5 to supply drive power from the battery 6 to the generator 3 so that the generator 3 functions as a starter motor.

Then, after the internal combustion engine 1 is restarted,
The H-ECU 24 controls the inverter 5 to apply the exciting current from the battery 6 to the generator 3 so that the generator 3 functions as a generator.

In this case, the output shaft 1a is rotated by the output of the internal combustion engine 1, and the rotational torque of the output shaft 1a is transmitted to the planetary carrier of the power split mechanism 4.

Here, in the power split mechanism 4, the wheels 10,
Since the ring gear connected to 11 is in a stopped state, almost all of the rotational torque of the planetary carrier is transmitted to the sun gear. The rotational torque transmitted from the planetary carrier to the sun gear is transmitted to the generator 3 connected to the sun gear. That is, almost all of the kinetic energy output from the internal combustion engine 1 is transmitted to the generator 3.

As a result, the generator 3 generates electricity by converting almost all kinetic energy output from the internal combustion engine 1 into electric energy. Then, all of the electric power generated by the generator 3 is charged in the battery 6.

When the vehicle starts from a stopped state, H-
The ECU 24 controls the hybrid mechanism so that the vehicle runs only with the electric power of the battery 6. Specifically, the H-ECU 24 controls the E-ECU 23 in order to keep the internal combustion engine 1 in the stopped state, and also controls the inverter 5 in order to apply drive power from the battery 6 to the electric motor 2.

When drive power is supplied from the battery 6 to the electric motor 2, the motor rotating shaft 2 of the electric motor 2 is driven.
a rotates, and then the rotation torque of the motor rotation shaft 2a passes through the speed reducer 7 and the drive shafts 8 and 9 to the wheels 10,
11 is transmitted and the vehicle starts.

When the output signal value of the SOC controller 16 falls below a predetermined reference value when the vehicle starts,
When it becomes necessary to operate auxiliary equipment that operates using a part of the output of the internal combustion engine 1 such as a compressor of an indoor air conditioner, or it is necessary to warm up the internal combustion engine 1 and the exhaust gas purification system. When the H-ECU 24 occurs, the H-ECU 24 prohibits the operation stop of the internal combustion engine 1 or restarts the once stopped internal combustion engine 1.
-Control the ECU 23.

When restarting the internal combustion engine 1, H-EC
First, the U 24 transmits an engine start request signal to the E-ECU 23 and controls the inverter 5 to supply drive power from the battery 6 to the generator 3 so that the generator 3 functions as a starter motor.

Then, after the internal combustion engine 1 is restarted,
The H-ECU 24 controls the inverter 5 to apply the exciting current from the battery 6 to the generator 3 so that the generator 3 functions as a generator.

In this case, the output shaft 1a is rotated by the output of the internal combustion engine 1, the rotational torque of the output shaft 1a is transmitted to the planetary carrier of the power split mechanism 4, and is then distributed from the planetary carrier to the sun gear and the ring gear. .

The rotational torque distributed from the planetary carrier to the sun gear is transmitted to the generator 3 connected to the sun gear. The generator 3 generates electricity by converting the kinetic energy transmitted from the sun gear into electric energy. The electric power generated by the generator 3 is distributed to the battery 6 and the electric motor 2 by the inverter 5. The electric motor 2 rotates the motor rotation shaft 2a by the electric power supplied from the generator 3.

The rotational torque distributed from the planetary carrier to the ring gear is transmitted to the motor rotating shaft 2a connected to the ring gear. As a result, the motor rotation shaft 2a rotates with a torque that is the sum of the torque output from the electric motor 2 and the rotation torque transmitted from the ring gear of the power split mechanism 4. The rotation torque of the motor rotation shaft 2a is transmitted to the wheels 10 and 11 via the speed reducer 7 and the drive shafts 8 and 9.

Therefore, when the vehicle starts, the internal combustion engine 1
When the vehicle is restarted, the output of the vehicle transmitted from the internal combustion engine 1 to the motor rotation shaft 2a via the power split mechanism 4 and the output from the internal combustion engine 1 to the generator 3 via the power split mechanism 4 are restarted. It travels with the electric power generated using the output. That is, the vehicle travels only with the output of the internal combustion engine 1.

When the vehicle shifts from the starting state to the normal running state, the H-ECU 24 controls the E-ECU 23 to start the internal combustion engine 1 and stops the supply of drive power from the battery 6 to the electric motor 2. In order to do so, the inverter 5 is controlled so that the vehicle runs only with the output of the internal combustion engine 1.

Specifically, the H-ECU 24 sends an engine start request signal to the E-ECU 23 to start the internal combustion engine 1 and controls the inverter 5 to apply an exciting current from the battery 6 to the generator 3. Then, the generator 3 is operated as a generator.

In this case, the output shaft 1a is rotated by the torque output from the internal combustion engine 1, the rotational torque of the output shaft 1a is transmitted to the planetary carrier of the power split mechanism 4, and then the planetary carrier is transmitted to the sun gear and the ring gear. Will be distributed.

The rotational torque distributed from the planetary carrier to the sun gear is transmitted to the generator 3 connected to the sun gear. The generator 3 generates electricity by converting the kinetic energy transmitted from the sun gear into electric energy. The electric power generated by the generator 3 is distributed to the battery 6 and the electric motor 2 by the inverter 5. The electric motor 2 rotates the motor rotation shaft 2a by the electric power supplied from the generator 3.

The rotational torque distributed from the planetary carrier to the ring gear is transmitted to the motor rotating shaft 2a connected to the ring gear. As a result, the motor rotation shaft 2a rotates with the torque that is the sum of the torque output from the electric motor 2 and the rotation torque transmitted from the ring gear. The rotation torque of the motor rotation shaft 2a is transmitted to the wheels 10 and 11 via the speed reducer 7 and the drive shafts 8 and 9.

Therefore, when the vehicle is in a normal running state, the output transmitted from the internal combustion engine 1 to the motor rotating shaft 2a via the power split mechanism 4 and the generator from the internal combustion engine 1 via the power split mechanism 4 are generated. The vehicle is driven by the electric power generated using the output transmitted to the vehicle 3. That is, the vehicle travels only with the output of the internal combustion engine 1.

At this time, the H-ECU 24 outputs the output requested by the driver to the hybrid mechanism from the output signal value (accelerator opening) of the accelerator position sensor 29 and the output signal value (vehicle speed) of the vehicle speed sensor 30. An output required to the internal combustion engine 1 to calculate (hereinafter, referred to as required output) and satisfy the required output (hereinafter, referred to as required engine output)
And the output required for the electric motor 2 (hereinafter referred to as the required motor output) and the target engine speed of the internal combustion engine 1.

The H-ECU 24 transmits the required engine output and the target engine speed to the E-ECU 23, and controls the inverter 5 according to the required motor output. Upon receiving the required engine output and the target engine speed from the H-ECU 24, the E-ECU 23 first divides the required engine output by the target engine speed to calculate the target engine torque, and based on the target engine torque. Throttle valve 19
The target throttle opening of is calculated.

Subsequently, the E-ECU 23 operates the throttle actuator 19b according to the target throttle opening.
To control. The E-ECU 23 determines the time from when the actual opening of the throttle valve 19 matches the target throttle opening to when the fresh air near the throttle valve 19 reaches the internal combustion engine 1, that is, the response delay time of intake air. At that time, the output signal value (intake air amount) of the air flow meter 31 is input, and the fuel injection amount, the fuel injection timing, and the ignition timing are determined based on the intake air amount. The E-ECU 23 controls the fuel injection valve 26 and the spark plug 25 according to the determined fuel injection amount, fuel injection timing, and ignition timing.

Further, the H-ECU 24 controls the rotation speed of the generator 3 by adjusting the magnitude of the exciting current applied to the generator 3, so that the engine rotation speed of the internal combustion engine 1 becomes the target rotation speed. Try to converge.

When the battery 6 needs to be charged during normal traveling of the vehicle, the H-ECU 24 controls the E-ECU 23 to increase the output of the internal combustion engine 1, and
The inverter 5 is controlled to increase the exciting current applied from the battery 6 to the generator 3 to increase the amount of power generation while ensuring the required output.

When the vehicle is in the acceleration running state, HE
The CU 24 calculates the required output, the required engine output, and the required motor output, as in the above-described normal traveling, and then E-
The internal combustion engine 1 is controlled via the ECU 23, and the electric motor 2 is controlled via the inverter 5.

When controlling the inverter 5, the H-ECU 24 controls so that the electric power of the battery 6 is applied to the electric motor 2 in addition to the electric power generated by the generator 3, and the output of the electric motor 2 is controlled. To increase.

As a result, when the vehicle is in the accelerating state, the output of the internal combustion engine 1 (from the internal combustion engine 1 to the power split mechanism 4)
Output transmitted to the motor rotation shaft 2a via the internal combustion engine 1 and electric power generated using the output transmitted from the internal combustion engine 1 to the generator 3 via the power split mechanism 4), and the battery 6 The vehicle is driven by the electric power.

When the vehicle is in the deceleration state or the braking state, the H-ECU 24 stops the operation of the internal combustion engine 1 (stops the fuel injection control and the ignition control).
23, the engine stop request signal is transmitted, and the generator 3
The inverter 5 is controlled to stop the operation of the electric motor 2 and the operation of the electric motor 2.

Subsequently, the H-ECU 24 controls the inverter 5 so as to apply an exciting current from the battery 6 to the electric motor 2, thereby causing the electric motor 2 to act as a generator, and the wheels 10 and 11 to drive the drive shaft 8. , 9 and the speed reducer 7 to convert the kinetic energy transmitted to the motor rotating shaft 2a into electric energy, thereby performing regenerative power generation. The electric power regenerated by the electric motor 2 is charged into the battery 6 via the inverter 5.

Next, the warm-up operation control of the hybrid mechanism according to this embodiment will be described. The E-ECU 23
When the internal combustion engine 1 is started in response to a request from the H-ECU 24, the output signal values of the water temperature sensor 18 and the catalyst temperature sensor 15 are input, and the output signal of the water temperature sensor 18 is less than a predetermined temperature, or the output of the catalyst temperature sensor 15 is output. When the signal value is lower than the activation temperature, HE is used for the purpose of warming up the internal combustion engine 1 or activating the exhaust purification catalyst 14.
A warm-up operation request is transmitted to the CU 24.

Upon receiving the warm-up operation request from the E-ECU 23, the H-ECU 24 determines whether or not a predetermined warm-up operation condition is satisfied. Here, as the warm-up operation condition, for example, an output obtained from the internal combustion engine 1 in the warm-up operation state (hereinafter, referred to as warm-up engine output) and the battery 6
It is possible to exemplify that the output obtained by adding the output (hereinafter referred to as the battery output) obtained by applying the electric power to the electric motor 2 from the above is equal to or more than the required output.

When the H-ECU 24 determines that the warm-up operation conditions as described above are satisfied, the H-ECU 24 runs the vehicle with the electric motor 2 operated by the electric power of the battery 6 as the main power source. Then, a so-called warm-up operation control is executed to warm up the internal combustion engine 1.

Specifically, the H-ECU 24 first outputs the output signal value of the accelerator position sensor 29 (accelerator opening), the output signal value of the vehicle speed sensor 30 (vehicle speed), and the output signal value of the SOC controller 16 (of the battery 6). The required output, the battery output, and the warm-up engine output are calculated based on, for example, a signal indicating the state of charge.

The H-ECU 24 determines whether or not the output obtained by adding the battery output to the warm-up engine output (hereinafter referred to as the warm-up total output) is the required output or more. When it is determined that the total output during warm-up is greater than or equal to the required output,
The H-ECU 24 transmits to the E-ECU 23 a signal indicating that warm-up operation is permitted (warm-up operation permission signal). On the other hand, when it is determined that the warm-up total output is less than the required output, the H-ECU 24 sends a signal to the E-ECU 23 to prohibit the warm-up operation (warm-up operation prohibition signal).
To send.

On the other hand, the E-ECU 23 determines that the H-EC
When the warm-up operation permission signal from U24 is received, "1" is set in the warm-up operation permission flag storage area preset in the RAM (not shown) built in the E-ECU 23.
When the warm-up operation prohibition signal is received from the H-ECU 24, "0" is written in the warm-up operation permission flag storage area.

When "0" is stored in the warm-up operation permission flag storage area, the E-ECU 23 determines that the H-EC
The operating state of the internal combustion engine 1 is controlled according to the required engine output transmitted from U24, and when "1" is stored in the warm-up operation permission flag storage area, the internal combustion engine 1 is warmed up.

As a specific method of warming up the internal combustion engine 1, for example, a method of retarding the ignition timing of each cylinder of the internal combustion engine 1 can be exemplified. According to this method, the combustion speed of the air-fuel mixture in each cylinder becomes slower, so that the temperature of the burned air-fuel mixture when the exhaust valve is opened becomes higher than usual.

In this case, the burned air-fuel mixture having a temperature higher than normal is discharged from each cylinder, and a relatively large amount of heat of the burned fuel-air mixture is transferred to the exhaust gas purification catalyst 14, whereby the exhaust gas is exhausted. The purification catalyst 14 quickly rises to the activation temperature.

When performing the ignition retard control, it is preferable to gradually retard the ignition timing of each cylinder at a predetermined switching speed to suppress the output fluctuation of the internal combustion engine 1. Further, even when the warm-up operation of the internal combustion engine 1 is terminated, it is preferable to gradually advance the ignition timing of each cylinder at a predetermined switching speed to suppress the output fluctuation of the internal combustion engine 1.

Here, when the warm-up operation condition is not satisfied during the execution of the warm-up operation control, that is, when the required output becomes higher than the warm-up total output, the H-ECU 24
Sends a warming-up prohibition signal to the E-ECU 23 to suspend the execution of the warming-up control.

In this case, the E-ECU 23 determines that the internal combustion engine 1
That is, the warm-up operation is stopped and the operating state of the internal combustion engine 1 is controlled according to the required engine output from the H-ECU 24. After that, when the required output becomes less than the warm-up total output, H
-ECU 24 transmits a warm-up operation permission signal to E-ECU 23 and restarts execution of warm-up operation control.

Examples of the case where the required output becomes higher than the warm-up total output include a case where the required output becomes high in order to accelerate the vehicle, a case where the battery output decreases due to the power consumption of the battery 6, and the like. it can.

By the way, the internal combustion engine 1 and the exhaust purification catalyst 14
It is conceivable that the temperature of the battery 6 will be lowered under the condition that the warm-up of is required. When the temperature of the battery 6 is extremely low, the battery 6 is in an inactive state. Therefore, when the load of the battery 6 increases due to the execution of the warm-up operation control as described above, the battery output does not depend on the charging state of the battery 6. Falls rapidly. After that, when the execution of the warm-up operation control is interrupted, the load on the battery 6 is reduced, and the battery 6 is charged with the electric power generated by using the output of the internal combustion engine 1. Then, the execution of the warm-up operation control is restarted.

Such a situation occurs repeatedly unless the temperature of the battery 6 rises above the activation temperature, and so-called hunting occurs, in which the suspension and restart of the warm-up operation control are repeated in a short cycle.

Therefore, in the present embodiment, the H-ECU 2
4 is the battery 6 when the execution of the warm-up operation control is interrupted.
If the temperature is lower than the predetermined temperature, the restart of the warm-up operation control is prohibited even if the warm-up operation condition is satisfied thereafter.

However, if the temperature of the battery 6 rises to a predetermined temperature or higher while the restart of the warm-up operation control is prohibited, the H-ECU 24 permits the restart of the warm-up operation control execution. You can

As described above, the E-ECU 23 and the H-ECU
According to 24, the warm-up operation control means, the warm-up interruption means, the warm-up restart means, and the warm-up restart prohibition means according to the present invention are realized.

The warm-up operation control according to this embodiment will be specifically described below. In the warm-up operation control, first, E
-The ECU 23 will execute a warm-up engine control routine as shown in FIG. The warm-up engine control routine is a routine stored in advance in the ROM of the E-ECU 23, and is a routine that is repeatedly executed by the E-ECU 23 at predetermined time intervals.

In the warm-up engine control routine, the E-ECU is used.
23 inputs the output signal value of the water temperature sensor 18 (cooling water temperature) and the output signal value of the catalyst temperature sensor 15 (catalyst bed temperature) in S201.

In S202, the E-ECU 23 determines the above S.
It is determined whether or not the cooling water temperature input in 201 is equal to or higher than a predetermined temperature (for example, 50 ° C.). S20
When it is determined in 2 that the cooling water temperature is equal to or higher than the predetermined temperature, the E-ECU 23 proceeds to S203,
It is determined whether or not the catalyst bed temperature input in S201 is lower than a predetermined activation temperature.

If it is determined in S203 that the catalyst bed temperature is equal to or higher than the activation temperature, the E-ECU 23
Considers that the warm-up of the internal combustion engine 1 and the exhaust purification catalyst 14 has been completed, proceeds to S204, and determines whether or not "1" is stored in the warm-up operation permission flag storage area.

If the E-ECU 23 determines in S204 that "1" is not stored in the warm-up operation permission flag storage area, the execution of this routine is once terminated,
When it is determined in S204 that "1" is stored in the warm-up operation permission flag storage area, the process proceeds to S205.

In S205, the E-ECU 23 resets the value of the warm-up operation permission flag storage area from "1" to "0". In S206, the E-ECU 23 determines HE
The CU 24 is notified that the internal combustion engine 1 and the exhaust purification catalyst 14 have been warmed up, and the execution of this routine ends.

When it is determined in S202 that the cooling water temperature is lower than the predetermined temperature, or in S20
If it is determined in 3 that the catalyst bed temperature is lower than the activation temperature, the E-ECU 23 determines that the warm-up of the internal combustion engine 1 or the exhaust purification catalyst 14 has not been completed, and S20
Proceed to 7.

In S207, the E-ECU 23 determines whether "0" is stored in the warm-up operation permission flag storage area. When it is determined in S207 that "0" is not stored in the warm-up operation permission flag storage area, that is, when it is determined that "1" is stored in the warm-up operation permission flag storage area, E-ECU
23 determines that the operating state of the internal combustion engine 1 is already in the warm-up operating state, proceeds to S212, and continues execution of the warm-up operating control.

On the other hand, if it is determined in S207 that "0" is stored in the warm-up operation permission flag storage area, the E-ECU 23 determines that the internal combustion engine 1 is not in the warm-up operation state. Therefore, the warm-up operation request is transmitted to the H-ECU 24.

In this case, the H-ECU 24 is the E-ECU.
Upon receipt of the warm-up operation request from 23, the first warm-up hybrid control routine as shown in FIG. 3 is executed. The first warm-up hybrid control routine is a routine stored in advance in the ROM of the H-ECU 24, and is a routine that is executed by receiving a warm-up operation request from the E-ECU 23 as a trigger.

In the first warm-up hybrid control routine, the H-ECU 24 first determines in step S301 the E-EC.
The warm-up operation request from U23 is received. In S302,
The H-ECU 24 executes input processing such as an output signal value of the accelerator position sensor 29 (accelerator opening), an output signal value of the vehicle speed sensor 30 (vehicle speed), an output signal value of the SOC controller 16 (charge state of the battery 6), and the like. To do.

In S303, the H-ECU 24 causes the S-
The accelerator opening, the vehicle speed, and the battery 6 input in 302
It is determined whether or not the warm-up operation condition is satisfied by using the state of charge of No. 2 as a parameter.

Specifically, the H-ECU 24 calculates the required output for the hybrid mechanism based on the accelerator opening and the vehicle speed. Next, the H-ECU 24 sets the battery 6
The total warm-up output is calculated based on the state of charge of. HE
The CU 24 determines whether the warm-up total output is equal to or greater than the required output.

When the warm-up total output is equal to or more than the required output, the H-ECU 24 determines in S303 that the warm-up operation condition is satisfied, and proceeds to S304.

In S304, the H-ECU 24 determines that the EE
A warm-up operation permission signal is transmitted to the CU 23. This S
When the processing of 304 is finished, the H-ECU 24 finishes the execution of this routine.

On the other hand, when the warm-up total output is less than the required output, the H-ECU 24 determines in S303 that the warm-up operation condition is not satisfied, and proceeds to S305.

At S305, the H-ECU 24 determines that the EE
A warm-up prohibition signal is transmitted to the CU 23. At that time, the H-ECU 24 calculates the required engine output in accordance with the same procedure as when the vehicle is in a normal traveling state, and the calculated required engine output together with the warming-up prohibition signal E-
It transmits to ECU23. When the processing of this S305 is completed, the H-ECU 24 once terminates the execution of this routine.

Now, returning to the warm-up engine control routine of FIG. 2, the E-ECU 23 receives the response signal from the H-ECU 24 to the warm-up operation request signal in S209. In S210, the E-ECU 23 determines whether the response signal received in S209 is a warm-up operation permission signal.

If it is determined in S210 that the response signal is the warm-up operation permission signal, the E-ECU 23
Advances to S211, and rewrites the value stored in the warm-up operation permission flag storage area from "0" to "1".

Subsequently, the E-ECU 23 proceeds to S212 and changes the operating state of the internal combustion engine 1 from the normal operating state to the warm-up operating state. Specifically, the E-ECU 23 controls the spark plug 25 to retard the ignition timing. This S21
When the process of No. 2 is finished, the E-ECU 23 once finishes the execution of this routine.

If it is determined in S210 that the response signal is not the warm-up operation permission signal, that is, if the response signal to the warm-up operation request is the warm-up prohibition signal, the E-ECU 23 proceeds to S213. Internal combustion engine 1 according to the requested engine output received together with the warm-up prohibition signal
Control the operating state of. The E-ECU 23 uses the above S21.
When the processing of No. 3 is completed, the execution of this routine is once terminated.

In the warm-up operation control, the H-ECU 24
Will execute the second warm-up hybrid control routine as shown in FIG. 4 every predetermined time. The second warm-up hybrid control routine is executed in advance in the H-ECU2.
4 is a routine stored in the ROM.

In the second warm-up hybrid control routine, first in S401, the H-ECU 24 outputs the output signal value (accelerator opening) of the accelerator position sensor 29, the output signal value (vehicle speed) of the vehicle speed sensor 30, and the SOC controller. 16 output signal value (charge state of battery 6)
Input processing such as.

In S402, the H-ECU 24 determines the above S
The accelerator opening, the vehicle speed, and the battery 6 input in 401.
It is determined whether or not the warm-up operation condition is not satisfied by using the state of charge of No. as a parameter.

If it is determined in S402 that the warm-up operation conditions are not satisfied, the H-ECU 24 determines in S40.
3, the process determines whether the warm-up operation control is in the execution state. Here, as a method of determining whether or not the warm-up operation control is in the execution state, for example, a warm-up operation permission flag storage area similar to that of the E-ECU 23 is set in the R of the H-ECU 24.
It is provided in AM and the warm-up operation permission flag storage area is "1".
It is possible to exemplify a method of determining whether or not the internal combustion engine 1 is in the warm-up operation by determining whether or not is stored.

If the H-ECU 24 determines in step S403 that the warm-up operation control is not in the execution state, the H-ECU 24 once terminates the execution of this routine, and determines in step S403 that the warm-up operation control is in the execution state. Proceeds to S404.

At S404, the H-ECU 24 determines that the EE
The warm-up operation prohibition signal is transmitted to the CU 23 to suspend the execution of the warm-up operation control. If it is determined in S402 that the warm-up operation condition is satisfied, HE
The CU 24 proceeds to S405 and determines whether or not the execution of the warm-up operation control is in the suspended state.

Here, as a method of determining whether or not the execution of the warm-up operation control is in the suspended state, "1" is stored when the execution of the warm-up operation control is interrupted, and the warm-up operation control is performed. A warm-up operation interruption flag storage area in which "0" is stored when execution of is restarted is provided in the RAM of the H-ECU 24, and whether "1" is stored in the warm-up operation interruption flag storage area. It is possible to exemplify the method of determining whether or not.

If the H-ECU 24 determines in S405 that the execution of the warm-up operation control is not in the suspended state, the H-ECU 24 temporarily terminates the execution of this routine, and in S405, the execution of the warm-up operation control is suspended. If it is determined to be in step S406, the process proceeds to step S406.

In S406, the H-ECU 24 inputs the output signal value of the battery temperature sensor 33 (temperature of the battery 6) and the like, and a condition for prohibiting restart of execution of warm-up operation control (warm-up restart prohibition condition) is satisfied. It is determined whether or not.

[0132] The conditions for prohibiting warm-up restart are, for example,
The voltage of the battery 6 when the temperature of the battery 6 is below a predetermined temperature
Is less than a predetermined voltage, and the battery 6 can output
If the predicted output is a predetermined value (for example, 0kw), etc.
The conditions can be illustrated.

If it is determined in S406 that the warm-up restart prohibition condition is not satisfied, the H-ECU 24 determines that the
In step 408, the warm-up operation permission signal is transmitted to the E-ECU 23, thereby restarting the execution of the warm-up operation control and temporarily ending the execution of this routine.

On the other hand, when it is determined in S406 that the warm-up restart prohibition condition is satisfied, the H-ECU 24
Advances to S407, prohibits restarting the execution of the warm-up operation control, and temporarily ends the execution of this routine.

In this case, if the temperature of the battery 6 when the execution of the warm-up operation control is interrupted is a very low temperature below the predetermined temperature, the restart of the execution of the warm-up operation control is prohibited.
As a result, due to the extremely low temperature of the battery 6,
Even if the warm-up operation execution condition is satisfied and not satisfied in a short cycle, the warm-up operation control execution interruption and restart are not repeated in a short cycle, and the warm-up operation control hunting occurs. There is no.

In the embodiment described above, the exhaust purification catalyst 1 is provided with the two power sources of the internal combustion engine 1 and the electric motor 2.
In a hybrid vehicle in which the internal combustion engine 1 is warmed up while driving the vehicle by using the battery output as a main power source when 4 and the like are in an inactive state, warm-up operation control is performed in a state in which the temperature of the battery 6 is extremely low. If the execution of
Resuming execution of warm-up control will be prohibited.

As a result, according to the present embodiment, hunting for warm-up operation control does not occur, and the operation mode of the hybrid mechanism may change in a short cycle due to hunting for warm-up operation control. Since it disappears, the deterioration of the driver's ability is prevented.

In the present embodiment, the warm-up operation is performed based on the execution history of the warm-up operation control and the state of the hybrid mechanism, that is, the history of the interruption of the execution of the warm-up operation control and the temperature of the battery 6. Although the example in which the resumption of the control execution is prohibited has been described, the resumption of the execution of the warming control may be prohibited only based on the execution history of the warming control.

Here, in the case where the battery 6 deteriorates with time, the battery output rapidly decreases when the load of the battery 6 increases, and the battery output rapidly returns when the load of the battery 6 decreases thereafter. May occur.

In such a case, as in the case where the temperature of the battery 6 is extremely low, when the load of the battery 6 increases due to the execution of the warm-up operation control, the battery output rapidly decreases and the warm-up operation control is performed. When the load of the battery 6 becomes low due to the interruption of the execution of the warm-up operation control, the battery output is rapidly restored, and the hunting in which the interruption of the execution of the warm-up operation control and the restart of the execution are repeated in a short cycle. Occurs.

Therefore, in the execution history of the warm-up operation control, the H-ECU 24 determines whether the warm-up operation control after that is interrupted and restarted within a short period. You may prohibit the resumption of execution.

In this case, after the execution restart of the warming-up operation control is prohibited, the execution interruption and the restarting of the execution of the warming-up operation control are not repeated, and the hunting of the warming-up operation control is suppressed. It is possible to minimize the deterioration of the driver bilility due to the hunting of the warm-up operation control.

[0143]

In the internal combustion engine control device for a hybrid vehicle according to the present invention, the warming-up / resuming prohibiting means determines whether or not to prohibit the restarting of the warming-up operation control based on at least the execution history of the warming-up operation control. In order to make the determination, it is possible to prohibit the restart of the warm-up operation control when the execution stop and the restart of the warm-up operation control are repeated in a short period in the execution history of the warm-up operation control. Become.

In this case, after the execution restart of the warming-up operation control is prohibited, the interruption of the execution of the warming-up operation control and the restarting of the execution are not repeated, so that the hunting of the warming-up operation control may occur. Absent.

As a result, according to the internal combustion engine control apparatus for a hybrid vehicle according to the present invention, the operation mode of the hybrid mechanism does not change in a short cycle due to the hunting of the warm-up operation control, and the driver's ability is improved. Deterioration is prevented.

Further, in the internal combustion engine controller for a hybrid vehicle according to the present invention, the warm-up restart prohibiting means restarts the execution of the warm-up operation control in consideration of the state of the hybrid mechanism in addition to the execution history of the warm-up operation control. When determining whether to prohibit, the warming-up resumption prohibiting means restarts the execution of the warming-up operation control, for example, on condition that the battery temperature is extremely low when the execution of the warming-up operation control is interrupted. Can be prohibited.

In this case, hunting of the warm-up operation control may occur because the suspension and restart of the warm-up operation control are not repeated in a short cycle due to the extremely low battery temperature. There is no.

As a result, the operating mode of the hybrid mechanism does not change in a short cycle due to the hunting of the warm-up operation control, and the deterioration of the driver's ability is prevented.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a hybrid mechanism of a hybrid vehicle to which an internal combustion engine control device according to the present invention is applied.

FIG. 2 is a flowchart showing a warm-up engine control routine.

FIG. 3 is a flowchart showing a first warm-up hybrid control routine.

FIG. 4 is a flowchart showing a second warm-up hybrid control routine.

[Explanation of symbols]

1 ... Internal combustion engine 2 ... Electric motor 3 ... Generator 4 ... Power split mechanism 5 ... Inverter 6 ... Battery 7 ... reducer 8: Drive shaft 9 ... Drive shaft 10 ... Wheels 11 ... Wheels 14 ... Exhaust gas purification catalyst 17. Crank position sensor 18. Water temperature sensor 23 ... E-ECU 24 ... H-ECU 33 .. Battery temperature sensor

─────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP 2001-69610 (JP, A) JP 5-328528 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 6/02-6/04 B60L 11/00-11/18 F02D 29/00-29/06

Claims (4)

(57) [Claims] 1. A hybrid mechanism for driving a vehicle by selectively utilizing the power of an internal combustion engine and the power of an electric motor, and causing the electric motor to function as a main drive source of the vehicle when a predetermined warm-up condition is satisfied. Together with warm-up operation control means for controlling the hybrid mechanism to warm up the internal combustion engine, and when the warm-up condition is not satisfied while the warm-up operation control means is performing warm-up operation control, Warm-up interruption means for interrupting execution of the warm-up operation control, and execution of the warm-up operation control when the warm-up condition is satisfied while the warm-up interruption means interrupts execution of the warm-up operation control Warming-up restarting means for restarting the warming-up restarting means, and warming-up restarting prohibiting means for determining whether to prohibit the restarting of the warming-up operation control by the warming-up restarting means based on at least the execution history of the warming-up operation control. , Internal combustion engine control apparatus of the hybrid vehicle, wherein the obtaining. 2. The warming-up resumption prohibiting means restarts the execution of the warming-up operation control by the warming-up resuming means when the execution interruption and the execution resumption of the warming-up operation control are repeated within a predetermined period. The internal combustion engine control device for a hybrid vehicle according to claim 1, which is prohibited. 3. The warm-up resuming prohibition means prohibits resuming the execution of the warm-up operation control by the warm-up resuming means based on the execution history of the warm-up operation control and the state of the hybrid mechanism. It is determined whether or not
An internal combustion engine control device for a hybrid vehicle according to item 1. 4. The hybrid mechanism includes a battery that supplies drive power to the electric motor when the internal combustion engine is in warm-up operation, and the warm-up restart prohibiting means is configured to execute the warm-up operation control. The internal combustion engine of a hybrid vehicle according to claim 3, wherein if the temperature of the battery is equal to or lower than a predetermined temperature when prohibited, restart of execution of the warm-up operation control by the warm-up restart means is prohibited. Control device.