JP4428350B2 - Hybrid vehicle exhaust purification system - Google Patents

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and an electric motor that also serves as a generator as a drive source of the vehicle, and in particular, a regeneration technique for an exhaust purification device (PM collection filter, NOx adsorption catalyst, etc.) of the internal combustion engine. About.

In the vehicle described in Patent Document 1, when the amount of deposit (sulfur) accumulated in the exhaust purification device (NOx adsorption catalyst) provided in the exhaust passage of the internal combustion engine exceeds a predetermined value and the regeneration time comes, the exhaust purification is performed. The exhaust purification device (NOx adsorption catalyst) is regenerated (detoxified) by raising the temperature of the device (NOx adsorption catalyst) and burning and removing deposits (sulfur) deposited on the device.
JP 2002-097939 A

By the way, when regeneration of the exhaust gas purification device is completed, it is desired to quickly lower the temperature. However, in the low rotation and low load region, it is necessary to lower the air-fuel ratio in order to lower the temperature, and there is a concern about deterioration of exhaust gas. Is done. Further, when the air-fuel ratio is lowered, the temperature drop is delayed, and the time when temperature stability is obtained is delayed.
In view of such a situation, an object of the present invention is to make it possible to accelerate the temperature drop at the completion of regeneration of an exhaust purification device on the premise that the vehicle is a hybrid vehicle.

For this reason, the present invention is configured such that when the regeneration of the exhaust purification device is completed, the output of the motor is increased so that the internal combustion engine is driven by the motor at a predetermined rotational speed or higher.

According to the present invention, when regeneration completion of the exhaust purification device, to increase the output ratio of the motor cooling, with reducing the load of the internal combustion engine, the exhaust purification device co-rotation of the engine at a predetermined rotational speed higher by a motor By supplying the gas (air) for use, the temperature of the exhaust purification device can be quickly lowered.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a system diagram of a hybrid vehicle showing an embodiment of the present invention.
A hybrid vehicle includes an internal combustion engine (hereinafter referred to as “engine”) 1 and an electric motor (also referred to as a motor generator) 2 that also serves as a generator as drive sources of the vehicle. The motor 2 is electrically connected to the battery 4 via the inverter 3.

The output shafts of the engine 1 and the motor 2 are connected to the input shaft of the final reduction gear device 7 via transmissions (belt type continuously variable transmission; CVT) 5e, 5m and clutches 6e, 6m, respectively. Driving wheels are attached to the output shaft (axle) 8 of the final reduction gear device 7.
The engine 1 is a diesel engine, for example, and can generate arbitrary torque by controlling the fuel injection amount and the like. Further, the exhaust gas temperature can be increased by retarding the fuel injection timing (including post-injection in the expansion stroke or the exhaust stroke).

The motor 2 can generate arbitrary torque by consuming the power of the battery 4.
The engine 1 and the motor 2 can drive the vehicle independently or jointly by the respective clutches 6e and 6m.
When the vehicle decelerates, engine braking by the engine 1 is possible, while the motor 2 functions as a generator and regenerative braking by the motor 2 is possible. The generated power generated during regenerative braking is transferred to the battery 4 via the inverter 3. Can be charged. Further, the motor 2 is driven via the clutch 6m and the transmission 5m during the driving by the engine 1, that is, the vehicle and the motor 2 are driven by the engine 1, so that the electric power generated by the motor 2 is transferred to the battery via the inverter 3. 4 can be charged.

Here, an oxidation catalyst 9, a NOx adsorption catalyst 10, and a diesel particulate filter (hereinafter referred to as "DPF") 11 are provided in the exhaust passage of the diesel engine 1 as exhaust purification devices.
The oxidation catalyst 9 oxidizes HC and CO in the exhaust.
The NOx adsorption catalyst 10 adsorbs NOx in the exhaust gas, and can desorb and purify NOx in a rich atmosphere.

The DPF 11 collects PM (particulate matter) in exhaust gas, and a catalyst is supported to promote combustion of PM during regeneration.
Here, as for the DPF 11, since the clogged PM is clogged and the operability is deteriorated due to an increase in exhaust resistance, the PM accumulation amount is estimated, and when this exceeds a predetermined value In addition, it is determined that the regeneration time is reached, and regeneration processing for increasing the temperature of the DPF is performed, and PM accumulated in the DPF is burned and removed to regenerate the DPF.

  Further, with respect to the NOx adsorption catalyst 10, sulfur (S) poisoning is caused by long-term use, and the NOx adsorption efficiency is deteriorated. Therefore, the amount of sulfur deposition (sulfur poisoning amount) is estimated, and this exceeds a predetermined value. When it becomes, the regeneration time (poisoning release time) is judged, and the regeneration process (poisoning release process) that raises the temperature of the NOx adsorption catalyst is performed to burn and remove sulfur accumulated on the NOx adsorption catalyst. By doing so, the NOx adsorption catalyst is regenerated (detoxication is released).

  The regeneration of the exhaust purification device (DPF 11, NOx adsorption catalyst 10) is performed by retarding the fuel injection timing in the engine 1 and / or increasing the output of the engine 1, and using the surplus output with respect to the required output, the motor 2 The engine 1 is driven to generate electric power, thereby causing the engine 1 to perform a high-load power generation operation, thereby increasing the exhaust gas temperature, and starting the exhaust gas purification device by setting the temperature of the exhaust gas purification device to be equal to or higher than the combustion temperature of the deposit.

  In the present invention, when regeneration of the exhaust purification device (DPF11, NOx adsorption catalyst 10) is completed, the output of the motor 2 is increased (desirably, the fuel supply to the engine is stopped, and the motor travels to obtain the output only by the motor). By switching the engine 1 so that the engine 1 is rotated at a predetermined rotational speed or more by the motor 2, the load on the engine 1 is reduced, and a cooling gas (air) is supplied to the exhaust purification device. Immediately lower the temperature. The predetermined rotational speed here is a rotational speed at which the temperature of the exhaust purification device can be lowered.

Further, in order to enable the motor to run at the time of completion of regeneration, it is necessary to secure the charge amount SOC of the battery 4 until then, so that the output of the engine 1 is increased before completion of regeneration (during regeneration). Then, the motor 1 is driven by the engine 1 to generate power, and control is performed to increase the charge amount SOC of the battery 4.
Such control will be described in detail below using an example of regeneration of the DPF 11.

FIG. 2 is a control block diagram of the hybrid vehicle.
Driving state detecting means B1 for detecting the driving state of the vehicle, operating point determining means B2 for determining each operating point of the engine and motor according to the detection result, and engine control means B3 for controlling the engine according to the determined engine operating point And motor control means B4 for controlling the motor in accordance with the determined motor operating point.

On the other hand, the operating point determining means B2 is configured to change the operating point according to the operating mode commanded by the operating mode changing means B5 in relation to the regeneration control of the DPF. Information is input to the means B5 from the DPF accumulation amount estimation means B6, the DPF temperature detection means B7, and the charge amount detection means B8.
The DPF accumulation amount estimation means B6 uses, for example, a differential pressure sensor that detects the differential pressure between the upstream exhaust pressure and the downstream exhaust pressure of the DPF, and defines the differential pressure and the engine operating state (exhaust flow rate or this). PM accumulation amount C is estimated from the engine speed and load). Alternatively, the PM accumulation amount C may be estimated by estimating the PM collection amount per unit time from the engine operating state and integrating the PM collection amount.

The DPF temperature detection means B7 detects the DPF temperature T using, for example, a sensor that detects the carrier temperature of the DPF or the exhaust temperature on the downstream side and / or the upstream side of the DPF.
The charge amount detection means B8 detects the charge amount SOC of the battery by integrating the charge / discharge current using, for example, a current sensor that detects the charge / discharge current of the battery. The charge amount SOC is usually obtained as a ratio (%) to the full charge amount.

Next, the operation mode commanded by the operation mode changing means 5 according to the state of the DPF and the like will be described.
The operation modes include a normal mode (M = 1), a motor travel mode (M = 2), and a charge amount increase mode (M = 3). Each will be described.
The normal mode (M = 1) is a normal operation mode including during DPF regeneration, and calculates the total output Pt required for the vehicle based on the driving state information from the driving state detecting means, and the hybrid output of FIG. Based on the (engine / motor output) distribution table, the engine output Pe and the motor output Pm are determined from the total output Pt, and commanded to the engine control means and the motor control means.

The engine control means determines the operating point from the engine operating point table of FIG. 4 based on the determined engine output Pe. This operating point table shows the torque (Te0, Te1,...) And the rotational speed (Ne0, Ne1,...) At which the fuel efficiency is optimal for each engine output value (Pe0, Pe1,...). Is set.
The motor control means determines an operating point from the motor operating point table of FIG. 5 based on the determined motor output Pm. This operating point table shows the torque (Tm0, Tm1,...) And the rotational speed (Nm0, Nm1,...) At which the fuel efficiency is optimal for each motor output value (Pm0, Pm1,...). Is set.

  The motor running mode (M = 2) is an operation mode at the time of completion of DPF regeneration (immediately after completion), and increases the motor output (ratio) to obtain output only with the motor at least in the low output range (motor output 100%). . When the output is obtained only with the motor, the fuel supply to the engine is stopped, but with the clutch connected, the motor is driven by the motor at a predetermined rotation speed or higher (no load high rotation) to cool the DPF. Supply the air. Here, the predetermined rotation speed is a rotation speed at which an amount of air that can lower the temperature of the DPF can be supplied.

For this reason, the engine output Pe and the motor output Pm are determined from the required total output Pt using the hybrid output distribution table of FIG. 6, and commanded to the engine control means and the motor control means.
In the hybrid output distribution table of FIG. 6, the engine output is set to 0 in the low and medium output ranges other than the high output range, and the motor output ratio is set to 100%.

Note that the engine operation point table used in the motor travel mode (M = 2) may be the same as that in FIG. 4, but as shown in FIG. 7, the operation in the low rotation region is eliminated.
The charge amount increase mode (M = 3) is an operation mode before completion of DPF regeneration, and increases the engine output (ratio) to increase the power generation amount. This is because the battery charge amount SOC is secured prior to the motor running when the DPF regeneration is completed.

For this reason, the engine output Pe and the motor output Pm are determined from the required total output Pt using the hybrid output distribution table of FIG. 8, and commanded to the engine control means and the motor control means.
In the hybrid output distribution table of FIG. 8, the engine output upper limit value Pec is increased and the total output lower limit value for starting the engine output is decreased (= 0) with respect to the hybrid output distribution table of FIG. The ratio of the engine output Pe to the total output Pt is increased.

More specifically, by setting the engine output Pe to a relatively large constant value Pec in the entire area of the hybrid output distribution table in FIG. 8, the engine output surplus with respect to the required total output Pt in the low to medium output range. Let (Pec-Pt) be the motor power generation.
In the charge amount increase mode (M = 3), the target value Et of the charge amount SOC is set according to the PM accumulation amount C with reference to the table of FIG. Here, when the PM accumulation amount C is equal to or less than the predetermined value Cb for determination before completion of regeneration, the target value Et of the charge amount SOC is increased as the PM accumulation amount C decreases. Further, Et = Es (a constant value) is set when the PM accumulation amount C is in the vicinity of the predetermined value Ce for the regeneration completion determination.

Then, as the target value Et of the charge amount SOC is higher, the engine output ratio with respect to the required total output is increased, the motor output ratio is decreased, and the power generation amount is increased.
More specifically, as shown in FIG. 10, the engine output in the hybrid output distribution table of FIG. 8 increases as the deviation amount ΔE (= Et−SOC) between the target value Et of the charge amount and the actual value SOC increases. Is increased and corrected. This correction is performed when the actual value SOC of the filling amount is smaller than the target value Et (when ΔE> 0), and when the actual value SOC of the charging amount is larger than the target value Et (when ΔE <0). The correction amount is set to 0. That is, with Pec as an initial value, it is equivalent to the table of FIG.

Next, the flow of control will be described with reference to the flowchart of FIG.
In A1, it is determined whether or not the normal mode (M = 1).
When the normal mode (M = 1) is determined in A1, the process proceeds to A2, and whether or not the DPF regeneration is completed (a state in which the regeneration has progressed to some extent after the start of the regeneration at a predetermined time before the start of the DPF regeneration). judge. Specifically, the PM accumulation amount (estimated value) C of the DPF calculated by another routine is read, and it is determined whether or not this is equal to or less than a predetermined value Cb.

If it is determined in A2 that the playback is not completed, the process proceeds to A3, and the normal mode (M = 1) is maintained.
If it is determined in A2 that the reproduction has not been completed, the process proceeds to A4 to switch to the charge amount increase mode (M = 3).
In the charge amount increase mode (M = 3), the engine output is increased, the motor is driven by the engine to generate electric power, and the battery charge amount SOC is increased. At this time, the control is performed such that the SOC target value is increased and the SOC is further increased as the PM deposition amount C of the DPF decreases. This prepares for the motor running at the completion of regeneration.

After switching to the charge amount increase mode (M = 3), M = 1 is not obtained in the determination at A1, and the process proceeds from A1 to A5.
In A5, it is determined whether or not the charging amount increase mode (M = 3), and if so, the process proceeds to A6.
In A6, it is determined whether or not DPF regeneration is completed. Specifically, the PM accumulation amount (estimated value) C of the DPF calculated by another routine is read, and it is determined whether or not this is equal to or less than a predetermined value Ce. Of course, Ce <Cb.

When it is determined in A6 that the DPF regeneration is not completed, the process proceeds to A4 and the charge amount increase mode (M = 3) is maintained.
If it is determined in A6 that the DPF regeneration is completed, the process proceeds to A7, where the battery charge SOC calculated by another routine is set according to the PM accumulation amount, which is a target value Et (here, DPF regeneration complete). It is determined whether or not the target value Es) corresponding to the PM deposition amount Ce at the time has been reached.

If the determination at A7 is not SOC ≧ Es, the process proceeds to A4, and the charge amount increase mode (M = 3) is maintained.
If it is determined in A7 that SOC ≧ Es, the process proceeds to A8 to switch to the motor travel mode (M = 2).
In the motor travel mode (M = 2), the fuel supply to the engine is stopped, the output of the motor is increased, and the motor is controlled to rotate at a predetermined rotational speed or higher. Therefore, since the engine rotates at a higher speed than usual with no load, a large amount of low-temperature air flows in the exhaust passage, and thus PM remaining in the DPF can be burned out quickly and the DPF can be cooled. The temperature drop can be accelerated.

After switching to the motor travel mode (M = 2), M = 1 is not determined by the determination at A1, and M = 3 is not determined by the determination at A5, so the process proceeds to A9.
In A9, the DPF temperature T is read, and it is determined whether or not it has become a predetermined value Tm or less.
When T ≦ Tm is not satisfied, the process proceeds to A8, and the motor traveling mode (M = 2) for cooling the DPF is maintained.

When T ≦ Tm, the routine proceeds to A10, where the motor running mode for cooling the DPF (M = 2) is terminated and the routine returns to the normal mode (M = 1).
Next, the flow of control will be described with reference to the time chart of FIG.
The time chart of FIG. 12 shows that after the PM accumulation amount C of the DPF exceeds a predetermined value, it is determined that the regeneration time is reached, the exhaust gas temperature is increased by delaying the fuel injection timing, etc., and the regeneration process is started (PM deposition). The state of the control after the amount C starts to decrease is shown.

After the start of reproduction, the vehicle is operated in the normal mode (M = 1) until it is determined as a predetermined time before completion of reproduction.
When the PM accumulation amount C of the DPF becomes equal to or less than the predetermined value Cb at time t0, it is determined that regeneration is not completed, and the charging amount increase mode (M = 3) is switched.
In the charge amount increase mode (M = 3), the engine output is increased, the motor is driven by the engine to generate electric power, and the battery charge amount SOC is increased. At this time, the control is performed such that the SOC target value Et is increased and the SOC is further increased as the PM deposition amount C of the DPF decreases. This prepares for the motor running at the completion of regeneration.

When the PM accumulation amount C of the DPF becomes equal to or less than the predetermined value Ce at the time t1, it is determined that the regeneration is completed. At this time, if the battery charge amount SOC has reached the target value Es at the completion of regeneration, the mode is immediately switched to the motor travel mode (M = 2), but the battery charge amount SOC has reached the target value Es at the time of completion of regeneration. If not, the charge amount increase mode (M = 3) is continued.
Assuming that the battery charge SOC reaches the target value Es at the completion of regeneration at the time t2, the motor driving mode (M = 2) is switched at that time.

  In the motor travel mode (M = 2), the fuel supply to the engine is stopped, the output of the motor is increased, and the motor is controlled to rotate at a predetermined rotational speed or higher. Accordingly, the engine rotates at high speed with no load, and a large amount of low-temperature air flows through the exhaust passage, whereby PM remaining in the DPF can be burned quickly and the DPF can be cooled. The decline can be accelerated. If a lower limiter (usually EL1) is provided for the battery charge amount SOC, it is changed to a value EL2 lower than usual.

When the DPF temperature T becomes equal to or lower than the predetermined value Tm at time t3, the motor running mode (M = 2) for cooling the DPF is terminated and the normal mode (M = 1) is restored.
According to the present embodiment, when regeneration of the exhaust purification device (DPF) is completed, the output of the motor is increased, and the engine is controlled to rotate with the motor at a predetermined rotational speed or more, thereby reducing the engine load and exhausting. The temperature can be lowered and the exhaust purification device can be cooled to accelerate the temperature drop.

Further, according to the present embodiment, the control at the completion of the regeneration is performed until the temperature of the exhaust gas purification device (DPF) becomes equal to or lower than a predetermined temperature (temperature assumed in normal time) Tm, thereby ensuring temperature divergence. The control can be suppressed and the normal control can be quickly returned.
Further, according to the present embodiment, before the regeneration of the exhaust gas purification device (DPF) is completed, the output of the engine is increased, and the motor is driven by the engine to generate electric power, so that the charge amount SOC of the battery is increased. By controlling to this, it is possible to prepare for the motor running when the regeneration is completed, and it is possible to ensure a rapid temperature drop of the exhaust purification device due to the motor running.

Further, according to the present embodiment, whether or not the regeneration of the exhaust gas purification device (DPF) is completed is determined based on the estimated value of the deposit (PM) accumulation amount, thereby reducing the time until the regeneration is completed. It is possible to make a quantitative determination, and it is possible to set an appropriate timing to perform the power generation amount increase control before the regeneration is completed.
Further, according to the present embodiment, the control for increasing the charge amount SOC of the battery can be performed according to the progress of the regeneration process until the regeneration is completed by performing according to the accumulation amount of the deposit (PM). it can.

Further, according to the present embodiment, according to the accumulation amount of the deposit (PM), the battery charge amount SOC is controlled to increase as the accumulation amount decreases, so that the battery is gradually charged in accordance with the completion of regeneration. The amount SOC can be increased.
Further, according to the present embodiment, the control for increasing the charge amount SOC of the battery is the total correction for increasing the engine output upper limit value Pec and starting the engine output in the output distribution control between the engine and the motor for the required total output. By using at least one of the lower correction of the output lower limit value and the increase correction of the engine output ratio with respect to the required total output, the output distribution between the engine and the motor is changed by cooperative control to make the motor power balance positive. Thus, the charge amount SOC can be reliably increased.

Further, according to the present embodiment, the correction amount of the correction is a deviation amount ΔE between the target value Et of the charge amount set according to the deposit amount of the deposit (PM) and the actual value SOC of the charge amount. By changing according to (= Et-SOC), the follow-up to the target value Et can be improved by making the electric power balance of the motor more positive as the deviation amount ΔE is larger.
According to the present embodiment, the correction is performed when the actual value SOC of the charge amount is smaller than the target value Et, and is not performed when the actual value SOC is larger than the target value Et. Even if the SOC is increased to a level appropriate for driving, if it seems that the effect on drivability is small, the SOC can be increased at an early stage. You can drive in the same pattern.

In the above embodiment, the target value Et of the charge amount SOC corresponding to the PM accumulation amount C is set as a single value as shown in FIG. 9, but the target value consisting of an upper limit value and a lower limit value. You may make it set as a range.
In this case, as shown in FIG. 13, the target range consisting of the SOC upper limit value and the SOC lower limit value is set, and when the PM deposit amount C is equal to or less than the predetermined value Cb, the PM deposit amount C is small. It is better to set it to increase.

  Further, when the target value of the charge amount is set as the target range, the smaller the actual SOC is than the SOC lower limit value of the target range, that is, the larger ΔE = SOC lower limit value−actual SOC of FIG. Increase the correction amount of the output boundary value Pec. That is, as the follow-up of the actual SOC deviates from the SOC lower limit value, the SOC followability is improved by making the power balance of the motor more positive.

In the above embodiment, the parallel type hybrid vehicle (FIG. 1) has been described, but the present invention can also be applied to a series type hybrid vehicle.
FIG. 14 is a system diagram of a series-type hybrid vehicle showing another embodiment of the present invention.
In this system, the output shaft of the engine 1 and the output shaft of the motor 2 are directly connected coaxially, and this one output shaft is connected via a transmission (belt type continuously variable transmission; CVT) 5 and a clutch 6. The final reduction gear device 7 is connected to the input shaft.

  The present invention is also applicable to this type of hybrid vehicle. However, in this case, since the rotational speeds of the engine 1 and the motor 2 are the same, the engine control means uses the engine operating point table of FIG. 4 to calculate the engine operating point (rotational speed) from the requested engine outputs Pe0 and Pe1. Ne0, Ne1 and torques Te0, Te1) are determined. The motor control means uses the motor operation point table of FIG. 15 instead of the motor operation point table of FIG. Since the rotational speeds of the engine and the motor are the same, assuming that the rotational speeds are Ne0 and Ne1, when the required motor outputs are Pm0 and Pm1, the motor torque is Tm0 = Pm0 / Ne0, Tm1 = It is determined as Pm1 / Ne1.

In the embodiment described above, the exhaust purification device is a DPF, and the case where PM accumulated on the combustion is removed under a predetermined regeneration condition has been described. However, the exhaust purification device is a NOx adsorption catalyst and the predetermined regeneration condition. In this case, the present invention can also be applied to the case where the sulfur accumulated in this is removed by combustion.
In this case, of course, as shown in FIG. 16, the target value Et of the battery charge amount SOC is set according to the amount of sulfur deposited on the NOx adsorption catalyst (sulfur poisoning amount). .

  The amount of sulfur accumulation (poisoning amount) is estimated by estimating the sulfur poisoning amount per unit time from the engine operating state and integrating the amount. Alternatively, it may be simply estimated from the accumulated travel distance.

1 is a system diagram of a hybrid vehicle showing an embodiment of the present invention. Hybrid vehicle control block diagram The figure which shows the output distribution table in normal mode (M = 1) Diagram showing engine operating point table Diagram showing motor operating point table The figure which shows the output distribution table in motor drive mode (M = 2). The figure which shows the engine operating point table in motor drive mode (M = 2). The figure which shows the output distribution table in charge amount increase mode (M = 3) The figure which shows PM deposition amount-SOC target value table The figure which shows the relationship between the deviation | shift amount from SOC target value, and an output boundary value Flow chart showing control flow Time chart showing the flow of control The figure which shows the other example of PM deposition amount-SOC target value table System diagram of series type hybrid vehicle The figure which shows the motor operation point table in a series type hybrid vehicle The figure which shows a sulfur deposition amount-SOC target value table

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Motor 3 Inverter 4 Battery 5e, 5m, 5 Transmission 6e, 6m, 6 Clutch 7 Final reduction gear device 8 Axle 9 Oxidation catalyst 10 NOx adsorption catalyst 11 DPF

Claims (9)

As a drive source of a vehicle, comprising an internal combustion engine, an electric motor, the motor is a hybrid vehicle chargeable in the battery as a generator by being driven by the vehicle or the engine,
In addition to providing an exhaust purification device in the exhaust passage of the engine, including a regeneration means for regenerating the exhaust purification device by burning and removing deposits deposited on the exhaust purification device under a predetermined regeneration condition.
An exhaust gas purification system for a hybrid vehicle, wherein when the regeneration of the exhaust gas purification apparatus is completed, the output of the motor is increased and the engine is controlled to rotate at a predetermined rotational speed or more by the motor. 2. The exhaust gas purification system for a hybrid vehicle according to claim 1, wherein the control upon completion of the regeneration is performed until the temperature of the exhaust gas purification device becomes a predetermined temperature or less. Before completion of regeneration of the exhaust gas purification device, the output of the engine is increased, and the motor is driven by the engine to generate electric power, so that the amount of charge of the battery is increased. The exhaust gas purification system for a hybrid vehicle according to claim 1 or 2. 4. The exhaust gas purification system for a hybrid vehicle according to claim 3, wherein the determination as to whether or not the regeneration of the exhaust gas purification apparatus has been completed is made based on an estimated value of the deposit amount. The exhaust gas purification system for a hybrid vehicle according to claim 3 or 4, wherein the control for increasing the charge amount of the battery is performed according to the accumulation amount of the deposit. 6. The exhaust gas purification system for a hybrid vehicle according to claim 5, wherein control is performed such that the charge amount of the battery is further increased as the accumulation amount decreases according to the accumulation amount of the deposit. Control for increasing the amount of charge of the battery, the output distribution control between the engine and the motor for the request total output, an increase correction of the upper limit of the output of the engine, decrease in the overall output lower limit value to launch the output of the engine correction, of the increase correction of the engine output ratio required total output, the exhaust gas purification system of a hybrid vehicle according to any one of claims 3 to 6, characterized in that by at least one. The correction amount of the correction is changed according to a deviation amount between a target value of the charge amount set according to the accumulation amount of the deposit and an actual value of the charge amount. 8. An exhaust gas purification system for a hybrid vehicle according to 7. The exhaust gas purification system for a hybrid vehicle according to claim 8, wherein the correction is performed when the actual value of the charge amount is smaller than a target value, and is not performed when the actual value is larger than the target value.

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