JP4222427B2 - Vehicle and control method thereof - Google Patents

Abstract

When the temperature (Tw) of the cooling water of an engine is lower than a threshold value (Tref), it is estimated that the catalyst with a heater or the ternary catalyst of a purifying device is not relatively heated, and the catalyst with the heater is energized for a second predetermined time so that it is heated. The motoring of the engine is initiated (at S150), when a first predetermined time elapses after the heating of the catalyst with the heater was initiated. After the heating end of the catalyst with the heater was ended, a fuel injection to and the ignition of the engine are initiated to start the engine (at S180). As a result, it is possible to heat the catalyst with the heater more homogeneously and to start the engine after the catalyst with the heater or the ternary catalyst was quickly heated.

Description

  The present invention relates to a vehicle and a control method thereof, and more particularly, to a vehicle mounted with an internal combustion engine and an electric motor and capable of traveling with at least the operation of the internal combustion engine stopped, and a control method thereof.

Conventionally, as this type of vehicle, a hybrid vehicle including an electric motor that drives the vehicle, an internal combustion engine for power generation, and an electric heating catalyst that can be electrically heated in an exhaust system of the internal combustion engine has been proposed (for example, , See Patent Document 1). In this vehicle, when the electric heating catalyst is at a low temperature when starting the internal combustion engine, the exhaust gas purification is promoted by starting the internal combustion engine after supplying electric power to the electric heating catalyst and heating it.
JP-A-8-338235

  However, in the above-described vehicle, when the electrically heated catalyst is not heated uniformly, the catalyst cannot sufficiently function, and the emission deteriorates. In addition, in an exhaust gas purification apparatus provided with a normal catalyst together with an electric heating catalyst, the electric heating catalyst is heated, but the normal catalyst is not heated, so that the catalyst cannot fully function, and the emission may deteriorate. Arise.

  One object of the vehicle and its control method of the present invention is to start the internal combustion engine after heating the catalyst more uniformly when the catalyst for purifying the exhaust gas of the internal combustion engine is at a low temperature. Another object of the vehicle and its control method of the present invention is to suppress the deterioration of emissions.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
A vehicle equipped with an internal combustion engine and an electric motor and capable of traveling with at least the operation of the internal combustion engine stopped,
Power storage means capable of exchanging electric power with the electric motor;
Output limit setting means for setting an output limit that is allowable maximum power that may be discharged from the power storage means based on the state of the power storage means;
An exhaust gas purification means, which is attached to an exhaust system of the internal combustion engine, carries a catalyst for purifying exhaust gas from the internal combustion engine, and has a catalyst-carrying heating member that receives power and heats the catalyst;
Power supply means for controlling supply of power from the power storage means to the catalyst-carrying heating member;
Catalyst temperature estimating means for estimating that the catalyst in the exhaust purification means is less than a predetermined temperature;
A required driving force setting means for setting a required driving force required for traveling;
When the start of the internal combustion engine is requested during the control of the internal combustion engine and the electric motor to stop the operation of the internal combustion engine and run with the set required driving force, the catalyst temperature estimation When it is not estimated by the means that the catalyst is lower than a predetermined temperature, the internal combustion engine and the electric motor are caused to travel with the set required driving force within the set output limit range with the start of the internal combustion engine. And when the catalyst temperature estimating means estimates that the catalyst is lower than the predetermined temperature, supplying power to the catalyst-carrying heating member for a first predetermined time and at least a part of the first predetermined time Within the set output limits with motoring of the internal combustion engine over a period of time and starting of the internal combustion engine after completion of power supply to the catalyst carrying heating member And control means for controlling said power supply means and the internal combustion engine and the electric motor to travel by driving force demand the set,
It is a summary to provide.

  In the vehicle of the present invention, when the internal combustion engine is requested to start while the internal combustion engine and the electric motor are controlled so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped. When it is estimated that the catalyst in the exhaust purification means is not lower than the predetermined temperature, the internal combustion engine travels with the required driving force within the range of the output limit that is the allowable maximum power that may be discharged from the power storage means with the start of the internal combustion engine. Control the engine and the motor. Since the catalyst is not less than the predetermined temperature, the deterioration of the emission can be suppressed even if the internal combustion engine is started immediately. Moreover, since the internal combustion engine is started immediately, the power of the internal combustion engine can be used quickly. On the other hand, when it is estimated that the catalyst in the exhaust purification means is lower than the predetermined temperature, the internal combustion engine is supplied with electric power to the catalyst-carrying heating member for the first predetermined time and for at least a part of the first predetermined time. The internal combustion engine, the electric motor, and the power supply means so that the vehicle travels with the required driving force within the range of the output limit of the power storage means with the motoring of the engine and the start of the internal combustion engine after the power supply to the catalyst supporting heating member is completed. Control. Since the internal combustion engine is motored while the catalyst-carrying heating member is heated by supplying power to the catalyst-carrying heating member for the first predetermined time, the exhaust gas is exhausted along with the motoring of the internal combustion engine. The catalyst-carrying heating member can be heated more uniformly by the air flow. In addition, since unburned fuel is also included in the exhaust, heat generated when the unburned fuel is purified by the catalyst can be used for heating the catalyst-carrying heating member. As a result, the catalyst-carrying heating member can be quickly heated.

  In such a vehicle of the present invention, when the catalyst temperature estimating means estimates that the catalyst is lower than a predetermined temperature, the control means starts supplying power to the catalyst carrying heating member and then performs the first predetermined Motoring of the internal combustion engine starts when a second predetermined time shorter than the time elapses, and motoring when the first predetermined time elapses after the power supply to the catalyst-carrying heating member is started. The internal combustion engine, the electric motor, and the power supply means may be controlled to start the fuel injection and ignition to the internal combustion engine to start the internal combustion engine. In this way, since the internal combustion engine is motored after heating the catalyst-carrying heating member to some extent, the flow of air exhausted along with the motoring of the internal combustion engine more effectively heats the catalyst-carrying heating member more uniformly. In addition, the unburned fuel can be purified more effectively.

  In the vehicle of the present invention, the catalyst temperature estimating means may be means for estimating that the catalyst is below a predetermined temperature based on the temperature of the cooling water of the internal combustion engine. In this case, the first predetermined time may be a time based on the temperature of the cooling water for the internal combustion engine, for example, the first predetermined time that tends to be shorter as the temperature of the cooling water for the internal combustion engine is higher.

  Further, in the vehicle of the present invention, the catalyst temperature estimating means may be means for estimating that the catalyst is below a predetermined temperature based on an elapsed time since the operation of the internal combustion engine was stopped. . In this case, the first predetermined time is set to a time based on the elapsed time after the operation of the internal combustion engine is stopped. For example, the first predetermined time tends to be shorter as the elapsed time after the operation of the internal combustion engine is stopped is shorter. It can also be a predetermined time.

  Alternatively, in the vehicle of the present invention, the exhaust purification unit includes the catalyst-carrying heating member and a catalyst-carrying member carrying a catalyst for purifying the exhaust from the internal combustion engine, and from the upstream side of the exhaust The catalyst carrying heating member and the catalyst carrying member may be arranged in this order. By so doing, it is possible to reduce the amount of electric power required for heating as compared with the one that heats the entire catalyst of the exhaust gas purification means, and it is possible to heat quickly.

  Further, in the vehicle of the present invention, electric power can be exchanged with the power storage means, connected to a drive shaft connected to an axle, and connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. , Comprising power power input / output means for outputting power to the output shaft and the drive shaft with power and power input / output, the electric motor is attached to the drive shaft so that power can be input / output; It can also be. In this case, the power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the drive shaft, the output shaft, and the rotating shaft of the generator, and one of the three axes. It can also be a means provided with 3-axis type power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from the two axes.

The vehicle control method of the present invention includes:
An internal combustion engine, an electric motor, power storage means capable of exchanging electric power with the electric motor, an exhaust system of the internal combustion engine, and a catalyst for purifying exhaust gas from the internal combustion engine and carrying electric power An exhaust gas purification unit having a catalyst-carrying heating member that receives and heats the catalyst, and a power supply unit that controls supply of electric power from the power storage unit to the catalyst-carrying heating member, and at least the operation of the internal combustion engine Is a method of controlling a vehicle that can run with the vehicle stopped.
When the start of the internal combustion engine is requested while controlling the internal combustion engine and the electric motor so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped, the exhaust gas purification is performed. When it is estimated that the catalyst in the means is not lower than a predetermined temperature, the vehicle is driven by the requested driving force within a range of an output limit that is an allowable maximum power that may be discharged from the power storage means when the internal combustion engine is started. When the internal combustion engine and the electric motor are controlled and it is estimated that the catalyst in the exhaust gas purifying means is lower than a predetermined temperature, the power supply to the catalyst-carrying heating member over the first predetermined time and the first predetermined time The output restriction with motoring of the internal combustion engine for at least a portion of the time and starting of the internal combustion engine after completion of power supply to the catalyst-carrying heating member. The control and power supply unit and the internal combustion engine so as to travel by the required driving force and the electric motor in 囲内,
It is characterized by that.

  In the vehicle control method of the present invention, the internal combustion engine is required to start while the internal combustion engine and the electric motor are controlled so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped. When it is estimated that the catalyst in the exhaust purification means is not lower than the predetermined temperature, the vehicle travels with the required driving force within the range of the output limit that is the allowable maximum power that may be discharged from the power storage means with the start of the internal combustion engine. And controlling the internal combustion engine and the electric motor. Since the catalyst is not less than the predetermined temperature, the deterioration of the emission can be suppressed even if the internal combustion engine is started immediately. Moreover, since the internal combustion engine is started immediately, the power of the internal combustion engine can be used quickly. On the other hand, when it is estimated that the catalyst in the exhaust purification means is lower than the predetermined temperature, the internal combustion engine is supplied with electric power to the catalyst-carrying heating member for the first predetermined time and for at least a part of the first predetermined time. The internal combustion engine, the electric motor, and the power supply means so that the vehicle travels with the required driving force within the range of the output limit of the power storage means with the motoring of the engine and the start of the internal combustion engine after the power supply to the catalyst supporting heating member is completed. Control. Since the internal combustion engine is motored while the catalyst-carrying heating member is heated by supplying power to the catalyst-carrying heating member for the first predetermined time, the exhaust gas is exhausted along with the motoring of the internal combustion engine. The catalyst-carrying heating member can be heated more uniformly by the air flow. In addition, since unburned fuel is also included in the exhaust, heat generated when the unburned fuel is purified by the catalyst can be used for heating the catalyst-carrying heating member. As a result, the catalyst-carrying heating member can be quickly heated.

  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 the configuration of a hybrid vehicle 20 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 (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). The purifier 134 carries a catalyst that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) on a heat generating member (for example, stainless steel) that generates heat due to current resistance when energized. The heated heater-equipped catalyst 134a and the three-way catalyst 134b carrying a catalyst for purifying harmful components such as carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NOx) on the carrier are upstream of the exhaust. Are arranged in this order. One end of the catalyst 134a with a heater is connected to the positive terminal of the battery 50 through a switch 134c by a conductive line, and the other end is grounded by the conductive line. Therefore, the catalyst 134a with a heater can be heated by turning on the switch 134c.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, an air flow meter signal AF from the air flow meter 148 attached to the intake pipe, and a temperature sensor also attached to the intake pipe Intake air temperature from 49, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as 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, and an igniter. The control signal to the ignition coil 138, the control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing of the intake valve 128, the drive signal to the switch 134c, and the like are 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged 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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  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 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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. 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 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 accelerator pedal 83 or the like is depressed during the operation of the hybrid vehicle 20 of the embodiment configured as described above, in particular, while the motor is running in the motor operation mode, resulting in a large accelerator opening Acc or a vehicle speed V increasing. An operation when the engine 22 is requested to start due to an increase in power required for the vehicle will be described. FIG. 5 is a flowchart showing an example of an engine start control routine executed by the hybrid electronic control unit 70 when the engine 22 is requested to start. FIG. 6 shows a parallel operation when the engine start control routine is executed. 7 is a flowchart showing an example of a start-up drive control routine that is repeatedly executed by the hybrid electronic control unit 70. The start-up drive control routine of FIG. 6 is repeatedly executed every predetermined time (for example, every several msec). For convenience of explanation, the engine start control routine of FIG. 5 and the start time drive control routine of FIG. 6 will be described in appropriate combination.

  When the engine start control routine of FIG. 5 is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the cooling water temperature Tw of the engine 22 (step S100), and uses the input cooling water temperature Tw as a threshold Tref. (Step S110). Here, the coolant temperature Tw detected by the water temperature sensor 142 is input from the engine ECU 24 by communication. Further, the threshold value Tref is set as the cooling water temperature of the engine 22 to the extent that it is estimated that the temperature is sufficiently lower than the temperature at which the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 can sufficiently function. For example, 50 degreeC, 70 degreeC, etc. can be used.

  When the cooling water temperature Tw is equal to or higher than the threshold value Tref, it is determined that the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are relatively warm, and a value 1 is set to the motoring start flag FM. (Step S120), a control signal for starting the engine 22 is transmitted to the engine ECU 24 (Step S180). The engine ECU 24 that has received the control signal for starting the engine 22 starts the fuel injection control and ignition control of the engine 22 to start the engine 22 when the rotational speed Ne of the engine 22 reaches the rotational speed Nref. Then, after the start of the engine 22 is completed (step S190), the motoring start flag FM is reset to 0 (step S200), and the engine start control routine is ended. That is, when the coolant temperature Tw is equal to or higher than the threshold value Tref, the engine 22 is immediately started. At this time, since the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are in a relatively warm state, the heater-equipped catalyst 134a and the three-way catalyst 134b are immediately heated. Does not get worse. The drive control when the cooling water temperature Tw is equal to or higher than the threshold value Tref is performed as follows.

  When the start-up drive control routine of FIG. 6 is executed, the CPU 72 of the hybrid electronic control unit 70 first starts with the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the motors MG1, MG2. , Nm1, Nm2, and input / output limits Win and Wout of the battery 50 are input (step S300). Based on the accelerator opening Acc and the vehicle speed V, the torque required for the vehicle is 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 is set (step S310). 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. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. 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. 7 shows an example of the required torque setting map.

  Subsequently, the value of the motoring start flag FM is checked (step S320). When the motoring start flag FM is 1, that is, when the cooling water temperature Tw of the engine 22 is equal to or higher than the threshold value Tref, the engine 22 A torque command Tm1 * of the motor MG1 is set based on the torque map at the start and the elapsed time t from the start of the engine 22. (Step S340). FIG. 8 shows an example of a torque map that is set in the torque command Tm1 * of the motor MG1 when the engine 22 is started, and an example of how the rotational speed Ne of the engine 22 changes. In the torque map of the embodiment, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after the time t11 when the start instruction of the engine 22 is given, and the rotational speed Ne of the engine 22 is rapidly increased. Torque that allows the engine 22 to be stably motored at the rotation speed Nref or higher at a time t12 after the rotation speed Ne of the engine 22 has passed the resonance rotation speed band or after the time necessary for passing the resonance rotation speed band. Is set to the torque command Tm1 * to reduce the power consumption and the reaction force on the ring gear shaft 32a as the drive shaft. Then, after transmitting a control signal for starting the engine 22 to the engine ECU 24, the torque command Tm1 * is set to a value 0 using a rate process from time t13 when the rotational speed Ne of the engine 22 becomes equal to or higher than the rotational speed Nref. The torque for power generation is set to the torque command Tm1 * from the time t15 when the complete explosion of the engine 22 is determined. Here, the rotational speed Nref is the minimum rotational speed at which the fuel injection control and ignition control of the engine 22 are started. FIG. 9 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotary element of the power distribution and integration mechanism 30 when the engine 22 is started. 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 dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque.

  When the torque command Tm1 * of the motor MG1 is set, the torque command Tm1 * set to the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35. Then, a temporary torque Tm2tmp, which is a temporary value of the torque to be output from the motor MG2, is calculated by the following equation (1) (step S350), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are Torque limit as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the rotation speed Nm1 of the motor MG1 by the rotation speed Nm2 of the motor MG2. Tm2min and Tm2max are calculated by the following equations (2) and (3) (step S360), and the set temporary torque Torque limit Tm2min the m2tmp by equation (4), and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S370). Here, Formula (1) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (1)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (2)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (4)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S380), and the start time drive control routine is terminated. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 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 *. .

  Next, the case where the temperature Tw of the cooling water of the engine 22 is lower than the threshold value Tref in step S110 of the engine start control routine of FIG. At this time, in the engine start control routine of FIG. 5, it is determined that it is necessary to heat the catalyst 134a with the heater of the purification device 134, and a control signal for starting catalyst heating is transmitted to the engine ECU 24 (step S130). The engine ECU 24 that has received the control signal for starting the catalyst heating turns on the switch 134c to apply the voltage of the battery 50 to the catalyst 134a with a heater to heat the catalyst 134a with a heater. Subsequently, after the switch 134c is turned on, it waits for the elapse of a first predetermined time (for example, 2 seconds, 3 seconds, 5 seconds, etc.) set as a time necessary for the catalyst 134a with a heater to slightly heat. (Step S140), a value 1 is set to the motoring start flag FM (step S150). Then, after the switch 134c is turned on, the second predetermined time (for example, 8 seconds or 10 seconds) set as the time necessary for heating to the extent that the catalyst 134a with the heater can function is waited. (Step S160), a control signal for stopping the catalyst heating is transmitted to the engine ECU 24 (Step S170), and a control signal for starting the engine 22 is transmitted to the engine ECU 24 (Step S180), and the start of the engine 22 is completed. (Step S190), the motoring start flag FM is reset to 0 (step S200), and the engine start control routine is terminated. Engine ECU24 which received the control signal which stops catalyst heating stops heating of catalyst 134a with a heater by turning off switch 134c. As described above, when the cooling water temperature Tw is lower than the threshold value Tref, the heater-equipped catalyst 134a is energized for the second predetermined time to heat the heater-equipped catalyst 134a and to start heating the heater-equipped catalyst 134a. When the first predetermined time has elapsed, a value 1 is set in the motoring start flag FM, and motoring of the engine 22 by the motor MG1 is started. The drive control when the cooling water temperature Tw is lower than the threshold value Tref is performed as follows.

  In the start-up drive control routine of FIG. 6, as in the case where the coolant temperature Tw is equal to or higher than the threshold value Tref, first, the accelerator opening Acc, the vehicle speed V, the rotational speeds Nm1, Nm2, and the input / output of the battery 50 Data required for control such as the limits Win and Wout are input (step S300), and the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set based on the input accelerator opening Acc and the vehicle speed V (step S300). Step S310). Then, the value of the catalyst heating flag F1 is checked (step S320). Since the cooling water temperature Tw is less than the threshold value Tref, the value 1 is not immediately set in the motoring start flag FM, so a negative determination is made in step S320. The value 0 is set in the torque command Tm1 * of the motor MG1 (step S330). Then, the torque command Tm2 * of the motor MG2 is set by the above-described formulas (1) to (4) using the torque command Tm1 * and the required torque Tr * set to 0 (steps S350 to S370), The set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S380), and the start time drive control routine is terminated. FIG. 10 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 at this time.

  When the first predetermined time elapses after the switch 134c is turned on, the value 1 is set to the motoring start flag FM in the process of step S150 of the engine start control routine of FIG. 5, and therefore the start time drive control routine of FIG. In step S320, an affirmative determination is made, and the torque command Tm1 * of the motor MG1 is set based on the torque map at the start of the engine 22 and the elapsed time t from the start of the engine 22 (step S340). Using the torque command Tm1 * and the required torque Tr *, the torque command Tm2 * of the motor MG2 is set by the above-described equations (1) to (4) (steps S350 to S370), and the set torque commands Tm1 *, Tm2 * Is transmitted to the motor ECU 40 (step S380), and the start time drive control routine is terminated.

  The engine 22 is motored by such control, but the control signal for starting the engine 22 is not transmitted to the engine ECU 24 until the second predetermined time has elapsed after the heating of the catalyst 134a with the heater is started. Therefore, the engine 22 is only motored and is not started. Exhaust gas is supplied to the purifier 134 by the motoring of the engine 22 so that the catalyst 134a with a heater is heated more uniformly and the heat of the catalyst 134a with a heater is transmitted to the three-way catalyst 134b. Further, since unburned fuel is mixed in the exhaust gas, the heat of the heater 134a and the three-way catalyst 134b is heated by the heat generated when the unburned fuel is purified by the catalyst 134a and the three-way catalyst 134b. Can be promoted. That is, by motoring the engine 22, the catalyst 134a with a heater can be heated more uniformly and the catalyst 134a with a heater and the three-way catalyst 134b can be quickly heated. When the second predetermined time has elapsed from the start of heating of the catalyst 134a with the heater, a control signal for starting the engine 22 is transmitted to the engine ECU 24, and fuel injection and ignition are immediately performed to start the engine 22. . Therefore, the engine 22 can be started more quickly than when the engine 22 is motored and started after the heating of the heater-equipped catalyst 134a.

  According to the hybrid vehicle 20 of the embodiment described above, when the temperature Tw of the cooling water of the engine 22 is less than the threshold value Tref, the heater-equipped catalyst 134a and the three-way catalyst 134b of the purification device 134 are relatively heated. The first predetermined time has elapsed since the heating of the catalyst 134a with a heater was started by heating the catalyst 134a with a heater by energizing the catalyst 134a with a heater for a second predetermined time. Occasionally, motoring the engine 22 can heat the catalyst 134a with a heater more evenly and can quickly heat the catalyst 134a with a heater and the three-way catalyst 134b. Moreover, since the engine 22 can be started by performing fuel injection and ignition immediately after the second predetermined time has elapsed since the heating of the catalyst 134a with the heater is started, the heating of the catalyst 134a with the heater is completed. Then, the engine 22 can be started more quickly than when the engine 22 is started by motoring. Of course, since the engine 22 is started after the heating of the heater-equipped catalyst 134a, the deterioration of the emission immediately after the engine 22 is started can be suppressed. Further, when the temperature Tw of the cooling water of the engine 22 is equal to or higher than the threshold value Tref, it is estimated that the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are relatively warm, and the engine 22 is started immediately. Therefore, the engine 22 can be started quickly and the power from the engine 22 can be used. At this time, since the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are in a relatively warm state, it is possible to suppress the deterioration of emissions even immediately after the engine 22 is started.

  Further, according to the hybrid vehicle 20 of the embodiment, the catalyst 134a with a heater is used for a part of the purification device 134, and therefore the catalyst 134a with a heater can be quickly heated with a small amount of electric power. Further, by arranging the catalyst 134a with a heater and the three-way catalyst 134b in this order from the upstream side of the exhaust gas in the purifier 134, the heat of the catalyst 134a with a heater is exhausted by the exhaust when the engine 22 is motored. Therefore, the three-way catalyst 134b can be quickly heated. As a result, the purification device 134 can be made to function more quickly, and the deterioration of emissions can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the catalyst 134a with a heater is used as a part of the purifier 134, but the entire purifier 134 may be the catalyst 134a with a heater. Further, in the hybrid vehicle 20 of the embodiment, the catalyst 134a with a heater and the three-way catalyst 134b are arranged in the purifier 134 from the upstream side of the exhaust in this order, but the three-way catalyst is disposed on the purifier 134 from the upstream side of the exhaust. 134b and the catalyst 134a with a heater are arranged in this order, or the three-way catalyst 134b, the catalyst 134a with a heater and the three-way catalyst 134b are arranged so as to sandwich the catalyst 134a with a heater. You may arrange in.

  In the hybrid vehicle 20 of the embodiment, the catalyst is supported on the heating member that generates heat due to its own energizing resistance to form the heater-equipped catalyst 134a. It is good also as what comprises the member 134 to heat and comprises the catalyst 134a with a heater.

  In the hybrid vehicle 20 of the embodiment, when the temperature Tw of the cooling water of the engine 22 is lower than the threshold value Tref, the heater-equipped catalyst 134a is energized for a second predetermined time to heat the heater-equipped catalyst 134a. However, when the temperature Tw of the cooling water for the engine 22 is less than the threshold value Tref, it is assumed that the catalyst 134a with a heater is heated by energizing the catalyst 134a with a heater for a time based on the temperature Tw of the cooling water for the engine 22. Also good. In this case, it is assumed that the heater-heated catalyst 134a is heated by energizing the catalyst 134a with a heater for a time that tends to be shorter as the temperature Tw of the cooling water of the engine 22 is higher, and the catalyst 134a with a heater is heated. For example, the motoring of the engine 22 may be started when the time 1/2, 1/3, or 2/3 has elapsed.

  In the hybrid vehicle 20 of the embodiment, the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are relatively warmed depending on whether or not the temperature Tw of the cooling water of the engine 22 is lower than the threshold value Tref. It is assumed that there is no or a relatively warm state, but based on the elapsed time since the operation of the engine 22 was stopped, the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 It is good also as what estimates whether it is in the state which is not comparatively warmed or is comparatively warmed. In this case, it is good also as what heats the catalyst 134a with a heater by supplying with electricity to the catalyst 134a with a heater for the time based on the elapsed time after the driving | operation of the engine 22 was stopped. Furthermore, in this case, it is assumed that the catalyst 134a with a heater is heated by energizing the catalyst 134a with a heater for a time that tends to be shorter as the elapsed time after the operation of the engine 22 is stopped is shorter. The motoring of the engine 22 may be started when 1/2, 1/3, or 2/3 of the time for heating the catalyst 134a has elapsed.

  In the hybrid vehicle 20 of the embodiment, when the temperature Tw of the cooling water of the engine 22 is lower than the threshold value Tref, the heater-equipped catalyst 134a is energized for the second predetermined time to heat the heater-equipped catalyst 134a, and the heater The motoring of the engine 22 is started when the first predetermined time has elapsed since the heating of the attached catalyst 134a. However, the motoring of the engine 22 is started simultaneously with the heating of the heater-equipped catalyst 134a. It does not matter.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 11 is output to the ring gear shaft 32a, but the power of the engine 22 is connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30 as illustrated in the hybrid vehicle 120 of the modified example of FIG. 11 is output to the ring gear shaft 32a as the drive shaft and the power from the motor MG2 is different from the axle (the axle to which the drive wheels 63a and 63b are connected) to which the ring gear shaft 32a is connected (the wheels 64a in FIG. 11). It is good also as what is output to the axle connected to 64b.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. The power is output from the engine 22 to the crankshaft 26 of the engine 22 as illustrated in the hybrid vehicle 220 of the modified example of FIG. And an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b, and transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power 230. To the drive shaft to which the drive wheels 63a and 63b are connected, and the power from the motor MG2 May output to the drive shaft.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 35, the motor MG is connected to the drive shaft connected to the drive wheels 63a and 63b via the transmission 330, as exemplified in the hybrid vehicle 320 of the modified example of FIG. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 329, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 330, and from the motor MG. This power may be output to the drive shaft via the transmission 330. Alternatively, as illustrated in the hybrid vehicle 420 of the modified example of FIG. 14, the power from the engine 22 is output to the axle connected to the drive wheels 63a and 63b via the transmission 430 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 63a and 63b are connected (the axle connected to the wheels 64a and 64b in FIG. 14). That is, any type of hybrid vehicle may be used as long as it includes an engine that outputs power for traveling and an electric motor that outputs power for traveling. Furthermore, as illustrated in the hybrid vehicle 520 of the modification of FIG. 15, the engine 22, the generator 530 that generates power by the power from the engine 22, and the power for traveling using the power from the generator 530 and the battery 50 The motor MG may be provided.

  In the embodiments, the present invention has been described as the form of the hybrid vehicle 20, but may be a form of a vehicle other than the automobile or a form of a vehicle control method.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “power storage unit”, and is based on the integrated value of the charge / discharge current detected by the current sensor. The battery ECU 52 that calculates the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, based on the remaining capacity (SOC) of the battery 50 and the battery temperature Tb of the battery 50 is “output limit setting means”. ”, The purifier 134 having the heater-equipped catalyst 134a and the three-way catalyst 134b corresponds to“ exhaust gas purifying means ”, the switch 134c corresponds to“ electric power supply means ”, and the temperature of the cooling water of the engine 22 The water temperature sensor 142 for detecting Tw and the purification device 13 when the temperature Tw of the cooling water detected by the water temperature sensor 142 is lower than the threshold value Tref. The hybrid electronic control unit 70 that executes step S110 of the engine start control routine of FIG. 5 that estimates that the heater-equipped catalyst 134a and the three-way catalyst 134b are not in a relatively heated state is “catalyst temperature estimation means”. The hybrid electronic control unit 70 that executes the process of step S310 of the start time drive control routine of FIG. 6 that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V is “required drive force”. When the temperature Tw of the cooling water of the engine 22 is equal to or higher than the threshold value Tref, it is estimated that the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are relatively warm, Immediately, the motor 22 is motored by the motor MG1 to start the engine 22 and the battery 50 enters and exits. The engine 22, the motor MG <b> 1, and the motor MG <b> 2 are controlled so that the required torque Tr * is output from the motor MG <b> 2 to the ring gear shaft 32 a as a drive shaft within the limits Win and Wout, and the coolant temperature Tw of the engine 22 is controlled. Is less than the threshold value Tref, it is presumed that the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are not relatively warm, and the heater-equipped catalyst 134a is energized for the second predetermined time. When the first predetermined time has elapsed after the heating of the catalyst 134a with a heater and the heating of the catalyst 134a with a heater has been started, the motoring of the engine 22 is started. The fuel injection and ignition to 22 are started and started, and the input / output limits Win and Wout of the battery 50 are set. In order to control the engine 22, the motor MG 1, the motor MG 2, and the switch 134 c so that the required torque Tr * is output from the motor MG 2 to the ring gear shaft 32 a as a drive shaft within the range, the engine start control routine of FIG. 6, the hybrid electronic control unit 70 that executes the start-up drive control routine, and the engine 22 that receives the control signal for starting the engine 22 and executes the intake air amount control, fuel injection control, ignition control, and the like to start the engine 22 The ECU 24 and the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * and controls the motors MG1 and MG2 correspond to “control means”. Further, the power distribution integration mechanism 30 and the motor MG1 correspond to “electric power input / output means”, the motor MG1 corresponds to “generator”, and the power distribution integration mechanism 30 corresponds to “triaxial power input / output means”. Equivalent to. The anti-rotor motor 230 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, but may be a hydrogen engine or any type of internal combustion engine. . The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power power input / output means such as a capacitor and an electric motor. The “output limit setting means” is not limited to the one that calculates the input / output limits Win and Wout based on the remaining capacity (SOC) of the battery 50 and the battery temperature Tb of the battery 50, but the remaining capacity (SOC ) And the battery temperature Tb, for example, based on the internal resistance of the battery 50, etc., and setting an output limit that is an allowable maximum power that may be discharged from the power storage means based on the state of the power storage means. It does not matter as long as there is any. The “exhaust purification means” is not limited to the purification device 134 having the heater-equipped catalyst 134a and the three-way catalyst 134b, but may be a purification device having only the heater-equipped catalyst 134a similar to the embodiment, It is attached to the exhaust system of the internal combustion engine to purify the exhaust from the internal combustion engine, such as having a catalyst with a heater attached to the member that does not generate heat due to the energization resistance and heating the member. As long as it has a catalyst-carrying heating member that carries the catalyst for heating and receives the supply of electric power to heat the catalyst, it does not matter. The “power supply means” is not limited to the switch 134c, and any power supply means may be used as long as it controls the supply of power from the power storage means to the catalyst-carrying heating member, such as a relay. As the “catalyst temperature estimation means”, when the temperature Tw of the cooling water of the engine 22 is less than the threshold value Tref, the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are not in a relatively heated state. It is not limited to what is estimated, and the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are not relatively warm based on the elapsed time since the operation of the engine 22 was stopped. Or a temperature sensor is attached to the purifier 134 and the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are not relatively warm based on the temperature from the temperature sensor. Anything can be used as long as it is possible to estimate that the catalyst in the exhaust gas purification means is lower than a predetermined temperature.The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when the temperature Tw of the cooling water of the engine 22 is equal to or higher than the threshold value Tref, it is estimated that the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are relatively warm. Then, the motor 22 is immediately motored by the motor MG1 to start the engine 22, and the required torque Tr * is output from the motor MG2 to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. When the engine 22 and the motor MG1 and the motor MG2 are controlled so as to travel and the cooling water temperature Tw of the engine 22 is lower than the threshold value Tref, the heater-equipped catalyst 134a and the three-way catalyst 134b of the purifier 134 are relatively heated. It is presumed that it is not in a state where it has been heated and passed through the catalyst 134a with heater for a second predetermined time. When the first predetermined time has elapsed since the heating of the catalyst 134a with a heater has been started, the motoring of the engine 22 is started, and after the heating of the catalyst 134a with a heater has been completed. The engine 22 is started by injecting and igniting fuel, and within the range of the input / output limits Win and Wout of the battery 50, the motor MG2 outputs the required torque Tr * to the ring gear shaft 32a as the drive shaft and travels. The engine 22 and the motor MG1, the motor MG2, and the switch 134c are not limited to those that control the internal combustion engine and the electric motor so as to stop the operation of the internal combustion engine and run with the required driving force. When the internal combustion engine is requested to start, the catalyst temperature estimation means does not estimate that the catalyst is below the predetermined temperature. Sometimes, when the internal combustion engine is started and the internal combustion engine and the electric motor are controlled to run with the required driving force within the range of the output limit of the power storage means, and the catalyst temperature estimation means estimates that the catalyst is lower than the predetermined temperature Internal combustion engine after completion of power supply to catalyst-carrying heating member over first predetermined time, motoring of internal combustion engine over at least part of time within first predetermined time, and power supply to catalyst-carrying heating member As long as the internal combustion engine, the electric motor, and the power supply means are controlled so as to travel with the required driving force within the range of the output restriction of the power storage means with the start of the power supply, any method may be used. That is, any control may be performed when the internal combustion engine is not required to start while the internal combustion engine and the electric motor are controlled so as to run with the required driving force after stopping the operation of the internal combustion engine. The “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the drive shaft connected to the axle. Any one is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and the output shaft with input and output of electric power and power. It does not matter. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems is the same as that of the embodiment described in the column of means for solving the problems. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problems. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

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 a configuration of an engine 22. FIG. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the engine starting control routine performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the drive control routine at the time of start performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the torque map set to the torque command Tm1 * of motor MG1 at the time of engine 22 start, and an example of the mode of the rotation speed Ne of the engine 22. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when drive | working in the state which is motoring the engine 22. FIG. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of motor running. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification. FIG. 12 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 520 of a modification example.

Explanation of symbols

  20, 120, 220, 320, 420, 520 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 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 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor , 52 battery electronic control unit (battery ECU), 54 electric power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit 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 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 134a catalyst with heater, 134b three-way catalyst, 134c switch, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 6 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, 329 Clutch, 330, 430 Transmission, 530 Generator, MG, MG1, MG2 motor.

Claims (7)

A vehicle equipped with an internal combustion engine and an electric motor and capable of traveling with at least the operation of the internal combustion engine stopped,
Power storage means capable of exchanging electric power with the electric motor;
Output limit setting means for setting an output limit that is allowable maximum power that may be discharged from the power storage means based on the state of the power storage means;
An exhaust gas purification means, which is attached to an exhaust system of the internal combustion engine, carries a catalyst for purifying exhaust gas from the internal combustion engine, and has a catalyst-carrying heating member that receives power and heats the catalyst;
Power supply means for controlling supply of power from the power storage means to the catalyst-carrying heating member;
Catalyst temperature estimating means for estimating that the catalyst in the exhaust purification means is lower than a predetermined temperature;
A required driving force setting means for setting a required driving force required for traveling;
When the start of the internal combustion engine is requested during the control of the internal combustion engine and the electric motor to stop the operation of the internal combustion engine and run with the set required driving force, the catalyst temperature estimation When it is not estimated by the means that the catalyst is lower than a predetermined temperature, the internal combustion engine and the electric motor are caused to travel with the set required driving force within the set output limit range with the start of the internal combustion engine. And controlling the catalyst for a first predetermined time required to heat the catalyst of the catalyst-carrying heating member to a functionable level when the catalyst temperature estimating means estimates that the catalyst is lower than the predetermined temperature. the required catalyst of the catalyst-carrying heating member is heated slightly from the start to the power supply the power supply to the catalyst carrying the heating element to the carrier heating member a first predetermined Initiation of fuel injection and ignition to the internal combustion engine in which the second predetermined time shorter than between is the motoring after the end of the power supply of the motoring of the internal combustion engine to the catalyst carrying the heating member from the time has elapsed Control means for controlling the internal combustion engine, the electric motor, and the power supply means so as to travel with the set required driving force within the set output restriction range with the start of the internal combustion engine by
A vehicle comprising: The catalyst temperature estimating means of the vehicle according to claim 1, wherein the catalyst based on the temperature of the cooling water of the internal combustion engine is a means for estimating that the temperature is lower than the predetermined temperature. The catalyst temperature estimating means of the vehicle according to claim 1, wherein the catalyst based on the elapsed time from the operation stop of the internal combustion engine is a means for estimating that the temperature is lower than the predetermined temperature. The exhaust purification means has the catalyst-carrying heating member and a catalyst-carrying member carrying a catalyst for purifying exhaust from the internal combustion engine, and the catalyst-carrying heating member, the catalyst from the upstream side of exhaust gas The vehicle according to any one of claims 1 to 3, which is means arranged in the order of the supporting members. The vehicle according to any one of claims 1 to 4 ,
Power can be exchanged with the power storage means, connected to a drive shaft connected to an axle, and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft. A power power input / output means for outputting power to the output shaft and the drive shaft is provided.
The electric motor is attached to the drive shaft so that power can be input and output.
vehicle. The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the drive shaft, the output shaft, and a rotating shaft of the generator, and any two of the three shafts are connected. 6. The vehicle according to claim 5 , further comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the input / output power. An internal combustion engine, an electric motor, power storage means capable of exchanging electric power with the electric motor, an exhaust system of the internal combustion engine, and a catalyst for purifying exhaust gas from the internal combustion engine and carrying electric power An exhaust gas purification unit having a catalyst-carrying heating member that receives and heats the catalyst, and a power supply unit that controls supply of electric power from the power storage unit to the catalyst-carrying heating member, and at least the operation of the internal combustion engine Is a method of controlling a vehicle that can run with the vehicle stopped.
When the start of the internal combustion engine is requested while controlling the internal combustion engine and the electric motor so as to travel with the required driving force required for traveling with the operation of the internal combustion engine stopped, the exhaust gas purification is performed. When it is estimated that the catalyst in the means is not lower than a predetermined temperature, the vehicle is driven by the requested driving force within a range of an output limit that is an allowable maximum power that may be discharged from the power storage means when the internal combustion engine is started. When the internal combustion engine and the electric motor are controlled and it is estimated that the catalyst in the exhaust gas purifying means is lower than the predetermined temperature, the first required for heating the catalyst of the catalyst-carrying heating member to a functionable level . although the catalyst of the catalyst-carrying heating member from the start of power supply of the electric power supply to the catalyst carrying the heating element to the catalyst carrying the heating member is heated slightly over a predetermined time To main a first of said internal combustion engine that is motoring after the end of the power supply of less than the predetermined time the second and motoring of the internal combustion engine from the time the predetermined time has passed to the catalyst carrying the heating element Controlling the internal combustion engine, the electric motor, and the power supply means so as to travel with the required driving force within the range of the output restriction with the start of the internal combustion engine by the start of fuel injection and ignition of
A method for controlling a vehicle.

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