JP4196960B2 - Power output apparatus, automobile equipped with the same, and control method therefor - Google Patents

Description

  The present invention relates to a power output apparatus, an automobile equipped with the same, and a control method thereof.

Conventionally, this type of power output apparatus includes an engine, a planetary gear in which a carrier is connected to an output shaft of the engine and a ring gear is connected to a drive shaft connected to an axle, and a first gear connected to a sun gear of the planetary gear. A motor that includes a motor and a second motor connected to the drive shaft, and that significantly delays the ignition timing of the engine in order to warm up the catalyst of the purification device that purifies the exhaust gas from the engine has been proposed (for example, , See Patent Document 1). In this apparatus, when the torque of the first motor becomes less than a predetermined value during the catalyst warm-up operation, it is determined that an abnormality in adjusting the ignition timing has occurred.
JP 2004-251178 A

  In the power output apparatus described above, when performing the catalyst warm-up operation, the engine is operated so that a slight torque is output at a slightly higher rotational speed than the idling rotational speed because it is necessary to stabilize the operation of the engine. For this reason, in order to apply a load to the engine, a power generation torque is applied to the first motor. If such a catalyst warm-up operation is executed for some reason when a load limit is imposed on the first motor, the power generation torque of the first motor is limited, so that the engine blows up and the first motor over-rotates. There is a risk of becoming. In particular, when the outside air is at a low temperature, the air density becomes high, and the torque from the engine becomes larger than that at normal temperature.

  The power output apparatus of the present invention, the automobile equipped with the same, and the control method thereof include an electric motor that generates power using the power from the internal combustion engine when the internal combustion engine is operated to promote warm-up of the exhaust gas purification apparatus. The purpose is to suppress over-rotation.

  The power output apparatus of the present invention, the automobile equipped with the same, and the control method thereof employ the following means in order to achieve the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine to which a purification device having a catalyst for exhaust gas purification is attached and capable of outputting power to the drive shaft;
A first electric motor capable of generating electricity using at least part of the power from the internal combustion engine;
A second electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
When the internal combustion engine is started and the warming-up of the purification device is not completed, the internal combustion engine and the first electric motor are configured so that the purification device is warmed up based on a control state of the first electric motor. Control means for controlling the second electric motor;
It is a summary to provide.

  In this power output device of the present invention, when the purification device having the exhaust gas purification catalyst is attached and the internal combustion engine capable of outputting power to the drive shaft is started, the warm-up of the purification device is not completed. An internal combustion engine, a first motor, and a second motor capable of outputting power to the drive shaft so that the purification device is warmed up based on a control state of the first motor capable of generating electric power using at least a part of the power from To control. Thereby, it is possible to prevent the first electric motor from over-rotating while the purification device is warming up.

  In such a power output apparatus of the present invention, the control means is a warm-up operation for accelerating the warm-up of the purifier when the load limit of the first motor is not required as the control state of the first motor. The internal combustion engine is controlled so as to be in a state, and when the load control of the first motor is necessary as a control state of the first motor, the internal combustion engine is set in a normal operation state different from the warm-up operation state. It can also be a means for controlling. That is, when the load limitation of the first motor is necessary, the operation for promoting the warm-up of the purification device is not performed. Thereby, it is possible to prevent the first electric motor from over-rotating. In this case, the normal operation state is an operation state in which the ignition timing of the internal combustion engine is within the range of the normal ignition timing, and the warm-up operation state is an ignition timing that is later than the ignition timing in the normal operation state. It is also possible to assume an operating state in which ignition is performed. Furthermore, in this case, the warm-up operation state may be an operation state accompanied by power generation of the first motor.

  The power output apparatus of the present invention further includes required driving force setting means for setting a required driving force required for the drive shaft, and the control means is configured such that the driving force based on the set required driving force is the driving force. It may be a means for controlling the internal combustion engine, the first electric motor, and the second electric motor so as to be output to a shaft. In this way, a driving force based on the required driving force can be output to the drive shaft.

  Furthermore, in the power output apparatus of the present invention, the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft of the first electric motor are connected to three shafts, and input / output is performed on any two of the three shafts. It is also possible to provide three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on the power to be generated.

  The automobile of the present invention is a power output device of the present invention according to any one of the above-described embodiments, that is, a power output device that basically outputs power to a drive shaft, and has a catalyst for purifying exhaust gas. An internal combustion engine capable of outputting power to the drive shaft, a first motor capable of generating power using at least part of the power from the internal combustion engine, and a second motor capable of outputting power to the drive shaft When the warming-up of the purification device is not completed when the internal combustion engine is started, the control state of the first motor is changed to the power storage means capable of exchanging electric power with the first motor and the second motor. And a control means for controlling the internal combustion engine, the first electric motor, and the second electric motor so that the purifying device is warmed up, and an axle is connected to the drive shaft. Tenaruko The the gist.

  In the automobile of the present invention, the power output device of the present invention according to any one of the above-described aspects is mounted. Therefore, the effect exhibited by the power output device of the present invention, for example, during the warm-up of the purification device, The effect similar to the effect which can suppress that 1 motor rotates excessively can be show | played.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine having a purification device having a catalyst for exhaust gas purification and capable of outputting power to a drive shaft, a first electric motor capable of generating electric power using at least part of the power from the internal combustion engine, and power to the drive shaft A power output device comprising: a second motor capable of outputting power; and a power storage means capable of exchanging power with the first motor and the second motor,
When the internal combustion engine is started and the warming-up of the purification device is not completed, the internal combustion engine and the first electric motor are configured so that the purification device is warmed up based on a control state of the first electric motor. The second electric motor is controlled.

  According to this method for controlling a power output apparatus of the present invention, the purification apparatus is warmed up when an internal combustion engine that is attached with a purification apparatus having an exhaust gas purification catalyst and can output power to a drive shaft is started. When not, power can be output to the internal combustion engine, the first motor, and the drive shaft so that the purification device is warmed up based on the control state of the first motor that can generate power using at least part of the power from the internal combustion engine Since the second electric motor is controlled, it is possible to prevent the first electric motor from over-rotating while the purification device is warming up.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline. The mixture is sucked into the fuel chamber through the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device 134 that incorporates a three-way catalyst for purifying harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Is done.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port (not shown). For example, the engine ECU 24 performs intake / exhaust of the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature from the water temperature sensor 142 that detects the coolant temperature of the engine 22 and the combustion chamber. The cam position from the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the intake valve 128 and the exhaust valve, the throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, and the load of the engine 22 The amount of intake air from a vacuum sensor 148 that detects the amount of intake air is input via an input port. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port (not shown). For example, the engine ECU 24 sends a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a control signal to the ignition coil 138 integrated with the igniter, and the intake valve 128. A control signal to the variable valve timing mechanism 150 whose opening / closing timing can be changed is output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. .

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the engine 22 is started and the catalyst of the purification device 134 is warmed up will be described. FIG. 3 is a flowchart showing an example of a warm-up drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several milliseconds) until the engine 22 is started and the catalyst of the purifier 134 is completely warmed up.

  When the warm-up drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first rotates the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation of the motors MG1 and MG2. A process of inputting data necessary for control, such as the numbers Nm1, Nm2, input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map.

  Then, it is determined whether or not the motor MG1 is driven (step S120). The drive restriction of the motor MG1 is performed when the motor MG1 or the inverter 41 as its drive circuit is at a high temperature or when some abnormality occurs in the motor MG1, for example, a load factor such as 50% or 70%. Done as a restriction. When the drive limitation of the motor MG1 is not made, the engine 22 is transmitted to the engine ECU 24 so that the ignition timing of the engine 22 is significantly delayed than usual (step S130). A warm-up speed Nset that is slightly higher than the idling speed is set as the number Ne *, and a warm-up torque Tset that is set as a slight value is set as the target torque Te * so that warm-up is promoted (step S140). ). Here, as the warm-up rotation speed Nset, for example, 1200 rpm, 1300 rpm, or the like can be used. Further, as the warm-up torque Tset, for example, a torque such as 5% or 10% of the maximum torque that can be output from the engine 22 when the engine 22 is operated at the warm-up rotation speed Nset can be used. Thus, the reason for setting the warm-up torque Tset is not only to promote the catalyst warm-up but also to operate the engine 22 stably.

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S180). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S190). Calculated by equation (5) (step S200), with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S210). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 5 described above.

Tmin ＝ (Win−Tm1 * ・ Nm1) / Nm2 (3)
Tmax ＝ (Wout−Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. At this time, as described above, the engine ECU 24 receives the ignition by the catalyst warm-up ignition timing, and therefore executes the ignition control by the ignition timing that is significantly delayed from the normal ignition timing of the engine 22. By executing the ignition control in which the ignition timing is greatly delayed, the catalyst of the purification device 134 can be quickly warmed up. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. As a result, torque based on the required torque Tr * can be output to the ring gear shaft 32a as the drive shaft.

  On the other hand, when the drive of motor MG1 is limited in step S120, transmission to engine ECU 24 is performed so that ignition of engine 22 is performed at a normal ignition timing (step S160), and rotation speed Nr of ring gear 32 is set to required torque Tr *. The operation point (rotation speed and torque) at which the engine 22 can be efficiently operated and output the loss (required power Pe *) multiplied by the loss is set to the target rotation speed Ne * and the target torque Te * of the engine 22. (Step S170). FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). When the target rotational speed Ne * and the target torque Te * are set in this way, the torque command Tm1 * of the motor MG1 is set using the set target rotational speed Ne * and the target torque Te * in the same manner as the processing in steps S180 to S210 described above. Torque command Tm2 * of motor MG2 is set, and the set target rotational speed Ne * and target torque Te * are transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40, respectively. (Step S220), and the drive control routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection in the engine 22 so that the engine 22 is operated at an operating point of the target rotational speed Ne * and the target torque Te * at a normal ignition timing. When the motor ECU 40 performs control such as control and ignition control and receives the torque commands Tm1 * and Tm2 *, the inverter 41 is driven so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. , 42 is switched.

  As described above, when the drive of the motor MG1 is limited, the catalyst warm-up operation is not performed, so that it is not necessary to output a torque commensurate with the torque output from the engine 22 from the motor MG1. That is, when the outside air is at a low temperature, a higher torque than normal is output from the engine 22 that is performing the catalyst warm-up operation because the air density is high, and the motor MG1 cannot output a torque corresponding to this torque from the motor MG1. Does not rotate at high speed. As a result, it is possible to prevent the motor MG1 from over-rotating.

  According to the hybrid vehicle 20 of the above-described embodiment, when the drive of the motor MG1 is limited, the catalyst 22 warm-up operation is not performed, so that the motor MG1 is excessive based on the torque output from the engine 22. It can be prevented from rotating.

  In the hybrid vehicle 20 of the embodiment, when the drive limit of the motor MG1 is limited, the catalyst warm-up operation of the engine 22 is not performed. However, the catalyst warm-up of the engine 22 corresponding to the degree of drive limit of the motor MG1 is not performed. It is good also as what performs a driving | operation.

  In the hybrid vehicle 20 of the embodiment, the ignition of the engine 22 is performed as the ignition timing that is significantly delayed from the normal ignition timing as the catalyst warm-up operation, but the degree of delay of the ignition timing may not be significant.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is operated at the operation point of the warm-up rotation speed Nset and the warm-up torque Tset as the catalyst warm-up operation, but the output from the engine 22 according to the required torque Tr *. The warm-up rotation speed Nset and the warm-up torque Tset may be changed so that the power to be changed is changed.

  In the hybrid vehicle 20 of the embodiment, when the drive of the motor MG1 is limited, instead of the catalyst warm-up operation of the engine 22, the normal ignition timing is used and the required torque Tr * and the rotation speed Nr of the ring gear 32 are mainly set. The target rotational speed Ne * and the target torque Te * of the engine 22 are set so as to efficiently output the required power Pe * from the product of the engine 22, but the engine 22 does not output the required power Pe *. For example, the engine 22 may be operated so that constant power is output, or the engine 22 may be operated idle.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine at the time of warming-up performed by the electronic control unit 70 for hybrids of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

20,120 Hybrid car, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 , Reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 Shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 speed sensor, 122 air cleaner, 124 throttle valve, 126 fuel injection valve, 128 intake valve, 130 spark plug, 132 piston , 134 purification device, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 vacuum sensor, 150 variable valve timing mechanism, MG1, MG2 motor.

Claims (4)

A power output device that outputs power to a drive shaft,
An internal combustion engine to which a purification device having a catalyst for exhaust gas purification is attached and capable of outputting power to the drive shaft;
A first electric motor capable of generating electricity using at least part of the power from the internal combustion engine;
A second electric motor capable of outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the first motor and the second motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When the internal combustion engine is started, when the warming-up of the purification device is not completed, when the load control of the first electric motor is unnecessary as the control state of the first electric motor, the operating state of the internal combustion engine is The internal combustion engine and the internal combustion engine so that a driving force based on the set required driving force is output to the driving shaft while being in a warming-up operation state that promotes warming up of the purification device with the power generation of the first motor When the first electric motor and the second electric motor are controlled and a load limit of the first electric motor is necessary as a control state of the first electric motor, the operating state of the internal combustion engine is different from the warm-up operating state. Control means for controlling the internal combustion engine, the first electric motor and the second electric motor so that a driving force based on the set required driving force is output to the drive shaft while being in a normal operation state ;
A power output device comprising: The power output device according to claim 1 ,
The normal operation state is an operation state in which the ignition timing of the internal combustion engine is performed within a range of normal ignition timing,
The warm-up operation state is an operation state in which ignition is performed as an ignition timing that is later than the ignition timing in the normal operation state. Connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft of the first electric motor, the remaining shaft is powered based on the power input / output to / from any two of the three shafts. a power output apparatus in accordance with claim 1 or 2 wherein comprises a three shaft-type power input output assembly configured to input and output. An automobile comprising the power output device according to any one of claims 1 to 3 and an axle connected to the drive shaft.

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