JP5109861B2 - Vehicle and control method thereof - Google Patents

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, as this type of vehicle, there has been proposed a vehicle that includes an engine and a motor that uses a battery as a power source as a driving source for traveling, and temporarily stops idling of the engine while the vehicle is stopped ( For example, see Patent Document 1). In this vehicle, when the battery temperature exceeds a threshold value, the charging voltage of the battery is suppressed to reduce the frequency at which the temperature of the battery further rises and the stop of the idle operation of the engine is prohibited.
Japanese Patent Laid-Open No. 2004-3460

  In the above-described vehicle, it is generally a problem to improve the fuel consumption of the vehicle. Even if the power required for driving is small and the engine is stopped and the vehicle can run only with power from the motor, the engine may be stopped due to a warming-up request for a catalyst that purifies the exhaust of the engine or a heating request for the passenger compartment. When this is not possible, it is conceivable to improve the fuel efficiency of the vehicle by charging the battery by performing a load operation without simply operating the engine, but further improvement of the fuel efficiency is desired.

  The vehicle and the control method thereof according to the present invention are mainly intended to improve the fuel consumption of the vehicle.

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

The vehicle of the present invention
An internal combustion engine capable of outputting driving power;
Purification means having a purification catalyst for purifying the exhaust gas of the internal combustion engine;
Exhaust supply means for supplying an exhaust gas that is an exhaust gas supply of the internal combustion engine to an intake system of the internal combustion engine;
A generator capable of generating electricity using power from the internal combustion engine;
An electric motor capable of outputting driving power;
Power storage means capable of charging power from the generator and exchanging power with the motor;
Heating means for heating the passenger compartment using the internal combustion engine as a heat source;
The passenger compartment is heated by the condition for warming up the purification catalyst of the purification means and the heating means when the load operation request for requesting the load operation of the internal combustion engine is not made based on the required driving force required for traveling. When the predetermined operation request for the internal combustion engine is satisfied due to the establishment of at least one of the conditions to be performed, the exhaust supply is not performed and the first supply from the internal combustion engine is not performed when the exhaust supply execution condition is not satisfied. The internal combustion engine, the exhaust supply means, the generator, and the motor are controlled so that the power is output and the power storage means is charged and the vehicle is driven by the required driving force, and the exhaust supply execution condition is satisfied. When the exhaust gas is being supplied, the internal combustion engine outputs a second power larger than the first power to charge the power storage means and And the internal combustion engine to travel by driving force demand and the exhaust supply means and the generator control means for controlling said electric motor,
It is a summary to provide.

  In the vehicle according to the present invention, the occupant is provided with the condition for warming up the purification catalyst of the purification means and the heating means when the load operation request for requesting the load operation of the internal combustion engine is not made based on the required driving force required for traveling. When a predetermined operation request for the internal combustion engine is satisfied due to establishment of at least one of the conditions for heating the chamber, if the exhaust supply execution condition is not satisfied, the exhaust gas supply is not executed and the first operation is performed from the internal combustion engine. The internal combustion engine, the exhaust supply means, the generator, and the motor are controlled so that the power is output and the power storage means is charged and the vehicle is driven by the required driving force, and the exhaust supply is executed when the exhaust supply execution condition is satisfied. While the internal combustion engine outputs a second power larger than the first power, the power storage means is charged, and the internal combustion engine, the exhaust supply means and the engine are driven so as to travel with the required driving force. To control the machine and an electric motor. When the exhaust gas supply is performed, the intake / exhaust resistance of the internal combustion engine is smaller than when the exhaust gas supply is not performed, and the internal combustion engine can be operated more efficiently. When power is output from the internal combustion engine, the remaining capacity of the power storage means can be increased more efficiently. As a result, the fuel efficiency of the vehicle is improved as compared with the case where the first power is uniformly output from the internal combustion engine and the power storage means is charged when a predetermined driving request is made when no load driving request is made. Can be made.

  In such a vehicle of the present invention, the control means is configured to operate the internal combustion engine when operating the internal combustion engine without executing the exhaust supply when the predetermined operation request is made when the load operation request is not made. The internal combustion engine is used while the exhaust gas supply is performed while using the power that gives the best fuel efficiency of the vehicle obtained by experiments or analysis based on the efficiency of the engine and the loss in the generator and the power storage means as the first power. The internal combustion engine is controlled by using, as the second power, the power that provides the best fuel efficiency of the vehicle obtained by experiment or analysis based on the efficiency of the internal combustion engine during operation and the loss in the generator and the power storage means. It can also be a means to do. In this way, the fuel consumption of the vehicle can be improved more reliably.

  Further, in the vehicle of the present invention, the control means may be configured such that the remaining capacity of the power storage means is equal to or greater than a predetermined amount even when the predetermined driving request is made when the load driving request is not made. In at least one of the cases where the kinetic energy of the vehicle is regenerated by the electric motor, the internal combustion engine is operated independently without executing the exhaust supply regardless of the establishment of the exhaust supply execution condition. In addition, the internal combustion engine, the exhaust supply means, the generator, and the electric motor may be controlled so as to travel with the required driving force. In this way, overcharging of the power storage means can be suppressed, or the power generated by the electric motor can be more reliably charged to the power storage means.

  Furthermore, in the vehicle of the present invention, the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotation shaft of the generator are connected to three axes, and input / output is performed on any two of the three axes. Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the generated power, the generator is capable of inputting / outputting power, and can exchange power with the power storage means, May be connected to the drive shaft. Here, the “three-axis power input / output means” may be a single pinion type or double pinion type planetary gear mechanism, or may be a differential gear.

The vehicle control method of the present invention includes:
An internal combustion engine capable of outputting driving power, a purification means having a purification catalyst for purifying exhaust gas of the internal combustion engine, and an exhaust gas supply for supplying an exhaust gas that is an exhaust gas supply of the internal combustion engine to an intake system of the internal combustion engine Means, a generator capable of generating electric power using power from the internal combustion engine, an electric motor capable of outputting driving power, and power storage means capable of charging electric power from the generator and exchanging electric power with the electric motor. A vehicle control method comprising: heating means for heating a passenger compartment using the internal combustion engine as a heat source,
The passenger compartment is heated by the condition for warming up the purification catalyst of the purification means and the heating means when the load operation request for requesting the load operation of the internal combustion engine is not made based on the required driving force required for traveling. When the predetermined operation request for the internal combustion engine is satisfied due to the establishment of at least one of the conditions to be performed, the exhaust supply is not performed and the first supply from the internal combustion engine is not performed when the exhaust supply execution condition is not satisfied. The internal combustion engine, the exhaust supply means, the generator, and the motor are controlled so that the power is output and the power storage means is charged and the vehicle is driven by the required driving force, and the exhaust supply execution condition is satisfied. When the exhaust gas is being supplied, the internal combustion engine outputs a second power larger than the first power to charge the power storage means and Wherein said internal combustion engine to run by the required driving force controlling the exhaust supply unit and the power generator and said electric motor,
It is characterized by that.

  According to this vehicle control method of the present invention, the condition for heating the purification catalyst of the purification means when the load operation request for requesting the load operation of the internal combustion engine is not made based on the required driving force required for traveling and the heating When a predetermined operation request for the internal combustion engine is established due to the establishment of at least one of the conditions for heating the passenger compartment by means, the exhaust supply is not executed and the internal combustion engine is not executed if the exhaust supply execution condition is not satisfied. The internal combustion engine, the exhaust supply means, the generator, and the motor are controlled so that the first power is output and the power storage means is charged and the vehicle is driven with the required driving force. While the supply is being performed, the internal combustion engine outputs a second power larger than the first power, charges the power storage means, and exhausts the internal combustion engine and the exhaust so that it travels with the required driving force. It controls the means and the generator and the motor. When the exhaust gas supply is performed, the intake / exhaust resistance of the internal combustion engine is smaller than when the exhaust gas supply is not performed, and the internal combustion engine can be operated more efficiently. When power is output from the internal combustion engine, the remaining capacity of the power storage means can be increased more efficiently. As a result, the fuel efficiency of the vehicle is improved as compared with the case where the first power is uniformly output from the internal combustion engine and the power storage means is charged when a predetermined driving request is made when no load driving request is made. Can be made.

  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 as 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, An air conditioner 90 that air-conditions the passenger compartment 21 and a hybrid electronic control unit 70 that controls the entire vehicle are provided.

  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, and this mixture is sucked into the combustion chamber through the intake valve 128 and 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 supplied to outside air via a purification device 134 having a catalyst 134a (for example, a three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). And is supplied to the intake side via an EGR (Exhaust Gas Recirculation) system 160. The EGR system 160 includes an EGR pipe 162 that is connected to the rear stage of the purification device 134 and supplies exhaust gas to a surge tank on the intake side, and an EGR valve 164 that is disposed in the EGR pipe 162 and is driven by a stepping motor 163. Then, by adjusting the opening degree of the EGR valve 164, the supply amount of exhaust gas as non-combustion gas is adjusted and supplied to the intake side. In this way, the engine 22 can suck a mixture of air, exhaust, and gasoline into the combustion chamber.

  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 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The cam position for detecting the coolant temperature Tw from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) attached to the combustion chamber, the rotational position of the intake valve 128 for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve The cam position from the sensor 144, the throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, the intake air amount GA from the air flow meter 148 that is attached to the intake pipe and detects the mass flow rate of the intake air, Intake The temperature of the intake air from the temperature sensor 149 attached to the intake air, the intake air pressure from the intake air pressure sensor 158 that detects the pressure in the intake pipe, and the catalyst temperature Tc from the temperature sensor 134b that is attached to the purifier 134 and detects the temperature of the catalyst 134a. , The air-fuel ratio from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, and the like are 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 that can change the opening / closing timing of the intake valve 128, the drive signal to the stepping motor 163 that adjusts the opening degree of the EGR valve 164, and the like are output. It is output through the 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. Further, the engine ECU 24 requests the engine 22 to operate EG1 * so that the catalyst 134a is warmed up when the catalyst temperature Tc from the temperature sensor 134b is less than a threshold value Tcref set as a temperature near the lower limit of the activation temperature range of the catalyst 134a. Is turned on, and when the catalyst temperature Tc is equal to or higher than the threshold value Tcref, the operation request EG1 * of the engine 22 is turned off. 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 charge / discharge current detected by the current sensor in order to manage the battery 50, or the battery ECU 52 based on the calculated 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 50, are calculated. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limit correction coefficient and the input limit are set based on the remaining capacity SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  The air conditioner 90 is attached to the cooling system of the engine 22 and exchanges heat with the cooling water. The air conditioner 90 sucks outside air and air in the passenger compartment 21 toward the heat exchanger 91 and heat exchanger 91. A blower 93 for blowing air warmed by heat exchange to the passenger compartment 21, a switching mechanism 92 for switching the air sucked by the blower 93 to outside air or air in the passenger compartment 21, and the passenger compartment 21 are attached. An operation panel 94 and an air conditioning electronic control unit (hereinafter referred to as an air conditioning ECU) 98 for controlling the entire apparatus are provided. The air conditioning ECU 98 has a blower switch signal BSW from a blower switch 94a that is attached to the operation panel 94 to operate the heater on and off, and a set temperature switch 94b that is also attached to the operation panel 94 and sets the temperature in the passenger compartment 21. From the temperature sensor 94c that is attached to the operation panel 94 to detect the temperature in the passenger compartment 21, and the outside air temperature sensor 95 that is attached to the outside of the passenger compartment 21 to detect the outside air temperature. The outside temperature Tout from is input. The air conditioning ECU 98 outputs a drive signal for driving the blower 93 and a drive signal for the switching mechanism 92 so that the passenger room temperature Tin becomes the set temperature T * based on each input signal. Further, the air conditioning ECU 98 communicates with the hybrid electronic control unit 70, and inputs data such as the cooling water temperature Tw of the engine 22 from the hybrid electronic control unit 70, and data related to the state of the air conditioner 90 as necessary. To the hybrid electronic control unit 70. Further, the air conditioning ECU 98 sets the operation request EG2 * of the engine 22 based on the coolant temperature Tw of the engine 22 input from the hybrid electronic control unit 70 by communication. The operation request EG2 * of the engine 22 is turned on, for example, when the cooling water temperature Tw is lower than the first temperature (for example, 60 ° C.) and is turned off when the cooling water temperature Tw is equal to or higher than the second temperature (for example, 80 ° C.). It can be set by various methods such as

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the air conditioning ECU 98 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, and the air conditioning ECU 98 and the various types. Control signals and data are exchanged.

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

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, the remaining capacity SOC of the battery 50, the input / output limits Win and Wout of the battery 50, the operation request EG * of the engine 22, the regenerative flag F1 indicating the state in which the motor MG2 is regeneratively driven, the EGR execution flag F2, etc. A process of inputting correct data is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. As the remaining capacity SOC of the battery 50, a value calculated based on the integrated value of the charge / discharge current detected by a current sensor (not shown) is input from the battery ECU 52 by communication. 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 input from the battery ECU 52 by communication. Further, the operation request EG * of the engine 22 is input from the engine ECU 24 by communication with the operation request EG1 * of the engine 22 set based on the catalyst temperature Tc detected by the temperature sensor 134b by an operation request setting routine (not shown). In addition, an operation request EG2 * of the engine 22 set based on the coolant temperature Tw of the engine 22 is input from the air conditioning ECU 98 by communication, and either or both of the operation request EG1 * and the operation request EG2 * are turned on. When the operation request EG * of the engine 22 is sometimes turned on, and when both the operation request EG1 * and the operation request EG2 * are off, the engine 22 is set with the operation request EG * turned off. . Further, the regenerative flag F1 of the motor MG2 is set to a value of 1 when the kinetic energy of the vehicle is regenerated and generated power is generated from the motor MG2 by a regenerative flag setting routine (not shown) executed by the motor ECU 40. In other cases, a value set to 0 is input from the motor ECU 40 by communication. The EGR execution flag F2 is 0 when the execution condition of the exhaust gas supply (EGR) for supplying the exhaust of the engine 22 to the intake side is not established by the EGR execution flag setting routine (not shown) executed by the engine ECU 24. Is set, and when the EGR execution condition is satisfied, a value set to 1 is input from the engine ECU 24 by communication. In the embodiment, as the EGR execution condition, a condition in which the coolant temperature Tw of the engine 22 is equal to or higher than a predetermined temperature Tref (for example, 65 ° C. or 70 ° C.) indicating a state where the engine 22 has been warmed up is used. It was.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And vehicle required power P * required for the vehicle are set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. The vehicle required power P * can be calculated as the sum of the product of the set required torque Tr * and the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr).

  Subsequently, the calculated vehicle required power P * is compared with a threshold value Pref (step S120). Here, the threshold value Pref is a threshold value used for determining whether or not the load operation of the engine 22 is requested according to the vehicle required power P *, that is, based on the required torque Tr *. Then, the value near the lower limit value of the power that can operate the engine 22 relatively efficiently is used. When the vehicle required power P * is equal to or greater than the threshold value Pref, it is determined that the engine 22 is loaded based on the required torque Tr *, and the vehicle required power P * is set to the engine required power Pe * required by the engine 22 ( In step S130), a target rotational speed Ne * and a target torque Te * as target operating points at which the engine 22 should be operated are set based on the set engine required power Pe * (step S230). This setting is performed based on the operation line for efficiently operating the engine 22 and the engine required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S240). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 shows an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that 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. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S250). Calculated by equation (5) (step S260), and with the calculated torque limits Tmin, Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S270). Here, the expression (5) can be easily derived from the alignment chart of FIG.

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

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S280), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. The engine ECU 24 drives the stepping motor 163 so that the EGR valve 164 is fully closed when the EGR execution flag F2 is 0. When the EGR execution flag F2 is 1, the engine ECU 24 calculates the signal from the crank position sensor 140. EGR is driven by driving the stepping motor 163 so that the EGR valve 164 is opened by an opening corresponding to the target EGR rate set based on the rotational speed Ne of the engine 22 and the intake air amount GA from the air flow meter 148. Execute. With such control, the engine 22 is efficiently operated within the range of the input / output limits Win and Wout of the battery 50 while executing the EGR according to the establishment of the execution condition, and the required torque Tr * is applied to the ring gear shaft 32a as the drive shaft. Can be output and run.

  When the vehicle required power P * is less than the threshold value Pref in step S120, the operation request EG * of the engine 22 is checked (step S140). When the operation request EG * of the engine 22 is off, it is determined that the operation of the engine 22 is not necessary. Then, a value 0 is set for the target rotational speed Ne * and the target torque Te * of the engine 22 so that the operation of the engine 22 is stopped (step S150), and a value 0 is set for the torque command Tm1 * of the motor MG1 ( In step S160), the torque command Tm1 * having a value of 0 is substituted into the above formulas (3) to (5) to set the torque command Tm2 * of the motor MG2 (steps S250 to S270), and the target rotational speed of the engine 22 is set. Ne *, target torque Te *, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to each ECU (steps). Flop S280), and exits from the drive control routine. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * having a value of 0 stops control such as fuel injection control and ignition control so as to stop the operation of the engine 22 when the engine 22 is in operation. This state is maintained when the operation is stopped. By such control, the engine 22 can travel while outputting the required torque Tr * 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 with the operation stopped. .

  When the vehicle required power P * is less than the threshold value Pref in step S120 and the operation request EG * of the engine 22 is on in step S140, the load operation of the engine 22 based on the required torque Tr * is not required, but the catalyst of the purifier 134 It is determined that the operation of the engine 22 is necessary to warm up the passenger compartment 134a or to heat the passenger compartment 21 by the air conditioner 90, and the engine 22 is based on the input remaining capacity SOC of the battery 50 and the regeneration flag F1 of the motor MG2. It is determined whether to perform independent operation or load operation (steps S170 and S180). This determination is preferably performed by driving the engine 22 under load and charging the battery 50 to improve the fuel efficiency of the vehicle. However, as will be described below, the engine 22 is driven autonomously rather than under load operation. This is because there are cases where this is preferable. Specifically, this determination is based on a threshold Shi (for example, 60%, 65%, 70%, etc.) determined in advance by the characteristics of the battery 50 as a value indicating a state in which the battery 50 may be overcharged, and the battery. This is performed by comparing the remaining capacity SOC of 50 (step S170) and checking the regeneration flag F1 of the motor MG2 (step S180). When the remaining capacity SOC of the battery 50 is greater than or equal to the threshold Shi, it is determined that the battery 50 may be overcharged when the engine 22 is loaded, and the regenerative flag F1 indicates a state in which the motor MG2 is regeneratively driven. When it is 1, it is determined that the battery 50 is charged with as much of the power generated by the motor MG2 as possible, so that the target speed Ne * of the engine 22 is set to the target speed Ne * of the engine 22 so that the engine 22 operates independently. 1000 rpm), a value 0 is set for the target torque Te * of the engine 22 (step S190), a value 0 is set for the torque command Tm1 * of the motor MG1 (step S160), and a torque command Tm1 of value 0 is set. * Is used to set the torque command Tm2 * of the motor MG2 (step S250 ~ 270), the target rotation speed Ne * and the target torque Te * of the engine 22, the torque command Tm1 * of the motor MG1, MG2, and sends the Tm2 * to the ECU (step S280), and thereupon ends the drive control routine. When the engine ECU 24 receives the target rotational speed Ne * of the rotational speed Nidl and the target torque Te * of 0, the fuel injection is performed so as to start the engine 22 with motoring by the motor MG1 when the operation of the engine 22 is stopped. Control such as control and ignition control is started, and when the engine 22 is operating, control such as fuel injection control and ignition control is performed so that the engine 22 operates independently at a rotational speed Nidl as the target rotational speed Ne *. In the embodiment, when the engine 22 is operated independently, EGR by the engine ECU 24 is not executed so that the combustion state of the engine 22 is stabilized regardless of the value of the EGR execution flag F2. By such control, 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 while the engine 22 is independently operated without executing EGR. You can travel.

  When the remaining capacity SOC of the battery 50 is less than the threshold Shi in step S170 and the regeneration flag F1 of the motor MG2 is 0 in step S180, the value of the EGR execution flag F2 is checked (step S200), and the EGR execution flag F2 is executed. When the value is 0 indicating that the condition is not satisfied, the first charge / discharge required power Pb1 is set to the engine required power Pe * (step S210). When the EGR execution flag F2 is 1 indicating that the execution condition is satisfied, the engine required power Pe is set. A second charge / discharge required power Pb2 larger than the first charge / discharge required power Pb1 is set in * (step S220). Then, based on the set engine required power Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set, and the torque command Tm1 * of the motor MG1 is set (steps S230 and S240), and the motor MG2 is set. Torque command Tm2 * is set (steps S250 to S270), and target engine speed Ne * and target torque Te * of engine 22 and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to each ECU (step S280). ), And finishes the drive control routine. Here, the first required charging / discharging power Pb1 is the power at which the fuel consumption of the vehicle is the best among the required engine power Pe * when the engine 22 is loaded without executing the EGR, and the engine 22 operates independently. Based on the case, energy loss due to power generation in the motor MG1 and charging / discharging in the battery 50 when the engine 22 is operated without executing EGR at the operating point based on the engine required power Pe * and the operation line illustrated in FIG. The efficiency based on the energy loss due to the energy (hereinafter referred to as power generation charge / discharge efficiency) and the efficiency of the engine 22 (hereinafter referred to as engine efficiency) are obtained by experiment and analysis, respectively, and the sum of the determined power generation charge / discharge efficiency and engine efficiency Required engine power Pe * (for example, 2 kW or 3 kW) )) Is used as the first charge / discharge required power Pb1. The second charge / discharge required power Pb2 is the power that provides the best fuel efficiency of the vehicle among the engine required power Pe * when the engine 22 is loaded while performing EGR. As a reference, the power generation charge / discharge efficiency and the engine efficiency when the engine 22 is operated without executing the EGR at the operation point based on the engine required power Pe * and the operation line illustrated in FIG. 5 are obtained by experiment and analysis, respectively. Then, the engine required power Pe * (for example, 4 kW, 5 kW, etc.) when the fuel efficiency improvement rate as the sum of the obtained power charging / discharging efficiency and the engine efficiency is maximized is used as the second charging / discharging required power Pb2. It was. FIG. 7 shows an example of the relationship between the engine required power Pe * and the engine efficiency, power generation charge / discharge efficiency, fuel efficiency improvement rate, and first charge request power Pb1 and second charge / discharge request power Pb2. As shown in the figure, when the required engine power Pe * increases, the fuel efficiency improvement rate becomes maximum because the degree to which the engine efficiency increases to the positive side is smaller than the degree to which the power generation charge / discharge efficiency increases to the negative side. It can be seen that there is an engine required power Pe *. Also, in the figure, when EGR is executed, the engine efficiency is improved as compared with when EGR is not executed. When EGR is executed, the negative pressure on the intake side of the engine 22 is reduced and the intake and exhaust resistance of the engine 22 is reduced. Based on that. For this reason, when EGR is executed, the power corresponding to the second charge / discharge request power Pb2 larger than the first charge / discharge request power Pb1 is output from the engine 22 and the battery 50 is charged with power generation by the motor MG1. Therefore, regardless of whether or not the EGR is executed, the power corresponding to the first charge / discharge required power Pb1 or the power corresponding to the second charge / discharge required power Pb2 is compared with that output from the engine 22 Thus, the remaining capacity SOC of the battery 50 can be increased efficiently, and the fuel efficiency of the vehicle can be improved.

  According to the hybrid vehicle 20 of the embodiment described above, the load operation of the engine 22 is not required based on the required torque Tr *, but the passenger compartment 21 is used to warm up the catalyst 134a of the purifier 134 or by the air conditioner 90. When the operation request EG * of the engine 22 is turned on to heat the engine, when the EGR is executed, the second charge / discharge request power Pb2 larger than the first charge / discharge request power Pb1 when the EGR is not executed is The engine 22, the EGR valve 164, and the motors MG <b> 1 and MG <b> 2 are controlled so as to run with the required torque Tr * while being output from the engine 22 while performing EGR, and to improve the fuel efficiency of the vehicle. Can do. Further, the first charge / discharge required power Pb1 when EGR is not executed and the second charge / discharge required power Pb when EGR is executed are based on the loss in the motor MG1 and the battery 50 and the efficiency of the engine 22. Since the power at which the fuel consumption of the vehicle is the best is obtained by experiment and analysis, the fuel consumption of the vehicle can be improved more reliably. Further, when the remaining capacity SOC of the battery 50 is equal to or greater than the threshold Shi or when the motor MG2 is generating power, the engine 22 is operated independently without load operation, so that overcharging of the battery 50 is suppressed or the motor MG2 is suppressed. The battery 50 can be more reliably charged with the generated power generated by. Of course, the required torque Tr * can be output to the ring gear shaft 32a within the range of the input / output limits Win and Wout of the battery 50 to travel.

  In the hybrid vehicle 20 of the embodiment, when the remaining capacity SOC of the battery 50 is equal to or greater than the threshold Shi or when the regenerative flag F1 of the motor MG2 is a value 1, the engine 22 is operated independently, but the battery 50 exceeds the threshold Shi. When the battery is set to be slightly smaller than a value that is likely to be charged, the engine 22 may be loaded even when the remaining capacity SOC of the battery 50 is equal to or greater than the threshold Shi, or the regenerative flag F1 of the motor MG2 may be used. Even when the value is 1, the remaining capacity SOC of the battery 50 is smaller than the threshold value Shi and the battery 50 may have a margin.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is assumed to operate independently when the remaining capacity SOC of the battery 50 is equal to or greater than the threshold Shi. However, instead of determining the remaining capacity SOC, the magnitude of the input limit Win of the battery 50 is the threshold value. When it is determined that it is less than Wref, the engine 22 may be operated independently.

  In the hybrid vehicle 20 of the embodiment, the first charging / discharging request power Pb1 when EGR is not executed and the second charging / discharging request power Pb2 when EGR is executed are used for power generation charging / discharging due to loss in the motor MG1 and the battery 50. Based on the discharge efficiency and engine efficiency, the power that gives the best fuel efficiency of the vehicle was determined by experiment and analysis. However, the power that gives the best fuel efficiency of the vehicle without relying on the power generation / discharge efficiency and the engine efficiency. May be obtained directly by experiment or analysis.

  In the hybrid vehicle 20 of the embodiment, the operation request EG * of the engine 22 is turned on in order to warm up the catalyst 134a of the purification device 134 or to heat the passenger compartment 21 by the air conditioner 90. The MG2 and the ring gear shaft 32a are connected to each other via a transmission having a brake or a clutch that is turned on and off by the hydraulic pressure of the working oil instead of the reduction gear 35, and the hydraulic pressure of the transmission is adjusted by the engine 22 In a vehicle driven by a mechanical pump that generates a hydraulic pressure corresponding to the rotation of the crankshaft 26, the operation request EG * of the engine 22 is turned on even at a high temperature when the oil temperature of the working oil exceeds a predetermined temperature. It may be a thing. This is based on the fact that when the oil temperature of the working oil increases, the viscosity of the hydraulic oil decreases and the hydraulic pressure decreases due to oil leakage, and the engagement force of the brakes and clutches of the transmission tends to decrease.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the embodiment, the description has been made by applying to the hybrid vehicle 20 that outputs the power from the engine 22 and the motor MG1 to the ring gear shaft 32a via the power distribution and integration mechanism 30 and outputs the power from the motor MG2 to the ring gear shaft 32a. A generator (for example, an alternator or the like) that can generate electric power using the power from the engine 22 without the motor MG1 or the power distribution and integration mechanism 30 is provided, and the power from the engine 22 and the power from the motor MG2 are It is good also as what is applied to the hybrid vehicle which outputs to the drive shaft connected to.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a form of vehicles, such as a train other than a motor vehicle, and the control method of such a vehicle.

  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 “internal combustion engine”, the purification device 134 corresponds to “purification means”, the EGR system 160 corresponds to “exhaust supply means”, and the motor MG1 corresponds to “generator”. The motor MG2 corresponds to “electric motor”, the battery 50 corresponds to “power storage means”, the air conditioner 90 corresponds to “heating means”, and load operation is not requested based on the required torque Tr *. When the operation request EG * 22 is on and the EGR execution flag F2 is 0, the EGR is not executed and the first charge / discharge request power Pb1 is output from the engine 22, and when the EGR execution flag F2 is 1, the EGR The second charge / discharge request power Pb2 is output from the engine 22 while the engine is being executed, the battery 50 is charged, and the ranges of the input / output limits Win and Wout of the battery 50 Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set so as to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. Is set and transmitted to the engine ECU 24 or the motor ECU 40, and the engine is executed based on the electronic control unit for hybrid 70, the target rotational speed Ne *, the target torque Te *, and the value of the EGR execution flag F2. The engine ECU 24 that controls the motor 22 and the EGR valve 164 and the motor ECU 40 that controls the motors MG1 and MG2 based on the torque commands Tm1 * and Tm2 * correspond to “control means”. The power distribution and integration mechanism 30 corresponds to “three-axis power input / output means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and may be any type of internal combustion engine. The “purifying means” is not limited to the purifying device 134, and any purifying means may be used as long as it has a purifying catalyst that purifies the exhaust gas of the internal combustion engine. The “exhaust supply means” is not limited to the EGR system 160, and any means may be used as long as it supplies exhaust gas that is the supply of exhaust gas from the internal combustion engine to the intake system of the internal combustion engine. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and any type of generator may be used as long as it can generate power using power from an internal combustion engine, such as an induction motor or an alternator. It does not matter. 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 output power for traveling, such as an induction motor. The “storage means” is not limited to the battery 50 as a secondary battery, and any capacitor, such as a capacitor, can be used as long as it can charge power from the generator and exchange power with the motor. . The “heating unit” is not limited to the air conditioner 90, and any unit that heats the passenger compartment using the internal combustion engine as a heat source, such as a unit further provided with a cooling system including a cooling compressor or the like. It does n’t matter. 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”, load operation is not requested based on the requested torque Tr *, but EGR is not executed when the EGR execution flag F2 is 0 when the operation request EG * of the engine 22 is on. When the first charge / discharge request power Pb1 is output from the engine 22 and the EGR execution flag F2 is 1, the engine 22 outputs the second charge / discharge request power Pb2 while executing the EGR, and the battery 50 is charged. At the same time, the target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the requested torque Tr * is output 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. At the same time, torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set to set the engine 22, the EGR valve 164, and the motor MG. , MG2 is not limited to control, and when the load operation request for requesting the load operation of the internal combustion engine is not made based on the required drive force required for traveling, the purification catalyst of the purification means is warmed up. When the predetermined operation request of the internal combustion engine is made by satisfying at least one of the condition for heating and the condition for heating the passenger compartment by the heating means, the exhaust supply is not executed when the exhaust supply execution condition is not satisfied The internal combustion engine, the exhaust supply means, the generator, and the motor are controlled so that the first power is output from the internal combustion engine, the power storage means is charged, and the vehicle is driven with the required driving force. When the engine is running, the second power larger than the first power is output from the internal combustion engine while the exhaust gas is being supplied, the power storage means is charged, and the vehicle is driven with the required driving force. As long as it controls the combustion engine and the exhaust circulation means and the generator and the electric motor may be used as any kind. Further, the “three-axis power input / output means” is not limited to the power distribution and integration mechanism 30 described above, and four or more using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. The drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those connected to the shaft of the motor and those having a differential action different from the planetary gear such as a differential gear As long as it is connected and inputs / outputs power to / from the remaining shafts based on power input / output to / from any two of the three shafts, it does not matter.

  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 problem is the same as that of the embodiment described in the column of means for solving the problem. 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 problem. 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 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 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 a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. It is explanatory drawing which shows an example of the relationship between engine request | requirement power Pe *, engine efficiency, electric power generation charge / discharge efficiency, and a fuel consumption improvement rate, and 1st charge request | requirement power Pb1 and 2nd charge / discharge request | requirement power Pb2. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20,120 Hybrid vehicle, 21 passenger compartment, 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 for battery Electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 7 4 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 Air conditioner, 91 Heat exchange , 92 switching mechanism, 93 blower, 94 operation panel, 94a blower switch, 94b set temperature switch, 94c temperature sensor, 95 outside air temperature sensor, 98 air conditioning electronic control unit (air conditioning ECU), 122 air cleaner, 124 throttle valve, 126 fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 134a catalyst, 134b temperature sensor, 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, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 158 intake pressure Sensor, 160 EGR system, 162 EGR pipe, 163 stepping motor, 164 EGR valve, MG1, MG2 motor.

Claims (4)

An internal combustion engine capable of outputting driving power;
Purification means having a purification catalyst for purifying the exhaust gas of the internal combustion engine;
Exhaust supply means for supplying an exhaust gas that is an exhaust gas supply of the internal combustion engine to an intake system of the internal combustion engine;
A generator capable of generating electricity using power from the internal combustion engine;
An electric motor capable of outputting driving power;
Power storage means capable of charging power from the generator and exchanging power with the motor;
Heating means for heating the passenger compartment using the internal combustion engine as a heat source;
The passenger compartment is heated by the condition for warming up the purification catalyst of the purification means and the heating means when the load operation request which is a request for load operation of the internal combustion engine based on the required driving force required for traveling is not made. When the predetermined operation request for the internal combustion engine is satisfied due to the establishment of at least one of the conditions to be performed, the exhaust supply is not performed and the first supply from the internal combustion engine is not performed when the exhaust supply execution condition is not satisfied. The internal combustion engine, the exhaust supply means, the generator, and the motor are controlled so that the power is output and the power storage means is charged and the vehicle is driven by the required driving force, and the exhaust supply execution condition is satisfied. When the exhaust gas is being supplied, the internal combustion engine outputs a second power larger than the first power to charge the power storage means and And the internal combustion engine to travel by driving force demand and the exhaust supply means and the generator control means for controlling said electric motor,
Equipped with a,
The control means includes: an efficiency of the internal combustion engine when operating the internal combustion engine without executing the exhaust supply when the predetermined operation request is made when the load operation request is not made; and the generator And the internal combustion engine when the internal combustion engine is operated while the exhaust gas supply is performed and the power that provides the best fuel efficiency of the vehicle obtained by experiment or analysis based on the loss in the power storage means is used as the first power Means for controlling the internal combustion engine using, as the second power, the power that provides the best fuel efficiency of the vehicle obtained by experiment or analysis based on the efficiency of the generator and the loss in the generator and the power storage means,
vehicle. Even when the predetermined operation request is made when the load operation request is not made, the control means is configured to reduce the kinetic energy of the vehicle when the remaining capacity of the power storage means exceeds a predetermined amount and by the electric motor. When at least one of the regenerative power generation, the internal combustion engine is operated independently and runs with the required driving force without executing the exhaust supply regardless of the establishment of the exhaust supply execution condition. the vehicle of claim 1 wherein the means for controlling the internal combustion engine and the exhaust circulation means and the generator and the electric motor as. The vehicle according to claim 1 or 2 ,
It is connected to three shafts, that is, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and the remaining power is determined based on power input / output to / from any two of the three shafts. Equipped with a three-axis power input / output means to input and output power to the shaft,
The generator can input and output power and can exchange power with the power storage means.
The electric motor is connected to the drive shaft,
vehicle. An internal combustion engine capable of outputting driving power, a purification means having a purification catalyst for purifying exhaust gas of the internal combustion engine, and an exhaust gas supply for supplying an exhaust gas that is an exhaust gas supply of the internal combustion engine to an intake system of the internal combustion engine Means, a generator capable of generating electric power using power from the internal combustion engine, an electric motor capable of outputting driving power, and power storage means capable of charging electric power from the generator and exchanging electric power with the electric motor. A vehicle control method comprising: heating means for heating a passenger compartment using the internal combustion engine as a heat source,
The passenger compartment is heated by the condition for warming up the purification catalyst of the purification means and the heating means when the load operation request which is a request for load operation of the internal combustion engine based on the required driving force required for traveling is not made. When the predetermined operation request for the internal combustion engine is satisfied due to the establishment of at least one of the conditions to be performed, the exhaust supply is not performed and the first supply from the internal combustion engine is not performed when the exhaust supply execution condition is not satisfied. The internal combustion engine, the exhaust supply means, the generator, and the motor are controlled so that the power is output and the power storage means is charged and the vehicle is driven by the required driving force, and the exhaust supply execution condition is satisfied. When the exhaust gas is being supplied, the internal combustion engine outputs a second power larger than the first power to charge the power storage means and Wherein said internal combustion engine to travel by driving force demand and the exhaust supply means and the generator a step of controlling said electric motor,
In the step, when the predetermined operation request is made when the load operation request is not made, the efficiency of the internal combustion engine when operating the internal combustion engine without executing the exhaust supply, the generator, and The power of the vehicle obtained by experiments or analysis based on the loss in the power storage means is used as the first power, and the internal combustion engine is operated while the exhaust gas is being supplied. Controlling the internal combustion engine using, as the second power, the power that provides the best fuel efficiency of the vehicle obtained by experiment or analysis based on the efficiency and the loss in the generator and the power storage means,
A method for controlling a vehicle.

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