JP5212276B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle including a motor and an engine, and more particularly to a hybrid vehicle that performs exhaust purification of an engine using a catalyst.

  A hybrid vehicle including a motor and an engine is known as an environmentally friendly vehicle. For this reason, it is also important to consider the environmental impact of exhaust when the engine is driven in a hybrid vehicle. Therefore, even for such a hybrid vehicle, a hybrid vehicle that purifies the exhaust of an engine using a catalyst is known as in the case of a conventional vehicle (see, for example, [Patent Document 1]). For the same purpose, in the hybrid vehicle, before starting the engine, the vehicle is driven by a motor and the crankshaft is driven while the intake and exhaust valves are kept closed to warm up the engine. There has been proposed a technique for reducing the influence of exhaust gas on the environment even when the engine is started (see, for example, [Patent Document 1]).

JP 2004-324442 A

  However, in general, the intake / exhaust valve and the crankshaft are configured to work together, so the valve drive mechanism, etc. can be changed to keep the intake / exhaust valve closed when the crankshaft is driven. There is a problem that must be done. Further, in order to satisfactorily purify the exhaust gas of the engine using the catalyst, it is necessary to pass the exhaust gas in a state where the catalyst is heated to a sufficiently high temperature, but in such a technique, the catalyst is warmed up only by the exhaust gas. Therefore, there is a problem that a state in which the exhaust gas purification action by the catalyst cannot be sufficiently obtained at the start of the engine occurs.

  On the other hand, it is known that a heater is used to heat the catalyst, but this heater is generally provided on the upstream side of the catalyst in the exhaust path and is configured to heat the catalyst via the exhaust heated by the heater. Has been. In other words, an exhaust flow is required to heat the catalyst. Therefore, in the technology for warming up the engine with the intake / exhaust valve closed, the catalyst cannot be heated while the engine is warmed up. There is a problem that a state in which the exhaust purification action cannot be sufficiently obtained occurs, and there is a problem that the catalyst is not warmed up even if the heater is operated in a state where there is no exhaust flow.

  An object of the present invention is to provide a hybrid vehicle that includes a motor and an engine, and that uses a catalyst to purify the exhaust of the engine, and that can exhibit the exhaust purification performance of the catalyst satisfactorily from the start of the engine. And

In order to achieve the above object, a first aspect of the present invention includes a traveling motor, a battery that supplies electric power to the motor, a motor generator that charges the battery, an engine that rotationally drives the motor generator, A throttle valve provided in the intake path of the engine, an exhaust purification catalyst provided in the exhaust path of the engine, a downstream side of the catalyst in the exhaust path, and in the intake path An EGR passage which is provided in communication with the downstream side of the throttle valve and guides part of the exhaust of the engine to an intake passage of the engine; an EGR valve which adjusts the opening of the EGR passage; and before the engine is started when the warm-up is required, the EGR valve closes the throttle valve in the open Kukoto in, the said air supply path A portion extending from the portion connected to the GR passage to the engine, the interior of the engine, a portion of the exhaust path from which the catalyst is provided from the engine to the EGR passage, and the EGR passage Control means for forming a passage and causing the motor generator to perform motoring operation by the motor generator, and without performing fuel injection in the motoring operation, the ring is formed by pumping of the engine performed by the motoring operation. And the temperature of the engine and the catalyst is increased by circulating the frictional heat generated by the cranking performed by the motoring operation to the annular passage by the reflux. It is characterized by.

  According to a second aspect of the present invention, in the hybrid vehicle according to the first aspect, the catalyst is provided with a heater, and the control means operates the heater when warming-up is required before starting the engine. It is characterized by making it.

  According to a third aspect of the present invention, in the hybrid vehicle of the second aspect, the catalyst has an upstream catalyst and a downstream catalyst, and the heater is provided only in the upstream catalyst. Features.

  According to a fourth aspect of the present invention, in the hybrid vehicle of the second or third aspect, the heater is provided immediately upstream of the catalyst.

The present invention relates to a hybrid vehicle that includes a motor for traveling, a battery that supplies electric power to the motor, a motor generator that charges the battery, and an engine that rotationally drives the motor generator. A throttle valve provided in the path; an exhaust purification catalyst provided in the exhaust path of the engine; and a downstream side of the catalyst in the exhaust path and a downstream side of the throttle valve in the intake path. An EGR passage that is provided to guide a part of the exhaust of the engine to an intake path of the engine, an EGR valve that adjusts the opening of the EGR passage, and when the warm-up before starting the engine is required, the throttle the d the EGR valve closes the valve in the open Kukoto, from the connection portion in the EGR passage of the air supply path A portion extending in Jin, the interior of the engine, the said the catalyst is provided portion from the engine to the EGR passage of the exhaust path by said EGR passage, forming an annular passage, by the motor-generator Control means for motoring the engine, and without performing fuel injection in the motoring operation, the pumping of the engine performed by the motoring operation causes the air passing through the engine in the annular passage. In addition to causing the recirculation to be performed, the friction heat generated by the cranking performed by the motoring operation is circulated through the annular passage by the recirculation to raise the temperature of the engine and the catalyst. Can be kept in a state where it can perform well. Conscious, it is possible to provide a hybrid vehicle that improves user reliability.

  The catalyst is provided with a heater, and the control means quickly heats the catalyst using the heater if the heater is operated when warming up is required before starting the engine. Thus, when the engine is started, it is possible to keep the catalyst exhibiting a good exhaust purification performance, and a part of the exhaust gas heated by the heater is recirculated through the EGR passage, so that the engine body is warmed up. It will be useful for promotion, and it can provide a hybrid car that is environmentally friendly and has improved user reliability.

  If the catalyst has an upstream catalyst and a downstream catalyst, and the heater is provided only in the upstream catalyst, the upstream catalyst is used by using the heater provided in the upstream catalyst. Not only the downstream catalyst, but also the downstream catalyst can be heated efficiently and quickly, so that the catalyst can be put into a state that exhibits good exhaust purification performance when the engine is started. Cars can be provided.

  By providing the heater just upstream of the catalyst, the catalyst can be heated quickly, and the catalyst can be in a state of exhibiting good exhaust purification performance when the engine is started, and is heated by the heater. Since some of the exhaust gas is recirculated through the EGR passage, it helps to warm up the engine body, and it is possible to provide a hybrid vehicle that is environmentally friendly and has improved user reliability.

FIG. 2 is a schematic configuration of a hybrid vehicle drive system to which the present invention is applied, and is a schematic plan view of a state where the vehicle is traveling in an EV traveling mode. FIG. 3 is a schematic plan view of a driving system of a hybrid vehicle to which the present invention is applied, in a state where the vehicle is traveling in a series traveling mode. FIG. 2 is a schematic configuration related to a drive system of a hybrid vehicle to which the present invention is applied, and is a schematic plan view of a state where the vehicle is traveling in a parallel traveling mode. It is a schematic structure regarding the drive system of the hybrid vehicle to which this invention is applied, Comprising: It is a schematic plan view of the state which is performing motoring driving | operation. FIG. 2 is a schematic side view showing a schematic configuration related to an intake / exhaust system of the hybrid vehicle shown in FIG. 1. FIG. 2 is a block diagram showing a schematic configuration related to a control system of the hybrid vehicle shown in FIG. 1. 2 is a flowchart in a case where motoring operation can be performed in the hybrid vehicle shown in FIG. 1. 1 is a schematic side view of an example of a configuration in which a heater for heating a catalyst is provided, which is a schematic configuration related to an intake / exhaust system of a hybrid vehicle to which the present invention is applied. It is a schematic side view of the schematic structure regarding the intake / exhaust system of the hybrid vehicle seen conventionally. FIG. 10 is a schematic side view of a configuration example provided with a heater for heating the catalyst in the configuration shown in FIG. 9.

  1 to 4 show schematic configurations relating to a vehicle drive system to which the present invention is applied. The configurations shown in these drawings are the same as each other, and FIGS. 1 to 3 show the state of the vehicle 100 in different driving modes, and FIG. 4 shows the vehicle 100 during motoring operation. Shows the state. In these figures, bold arrows indicate the schematic flow of energy. The characteristics of each running mode and motoring operation will be described later.

  The vehicle 100 includes a traveling motor 10 as an electric motor and an engine 20 as an internal combustion engine as driving sources, and is a motor vehicle alone or a hybrid vehicle (HEV) that travels by driving the motor 10 and the engine 20. is there.

  In addition to such a drive source, the vehicle 100 also includes a battery 30 that is a large-capacity battery as a storage battery that supplies electric power to the motor 10, an inverter 31 that supplies electric power of the battery 30 to the motor 10 with a predetermined output, and a motor Drive shaft 32 and drive wheels 33 that are rotationally driven by the motor 10, and when driven by the engine 20, the power is generated by the driving force of the engine 20 to charge the battery 30, and when driven by the battery 30, Between the generator 34 as a motor generator that drives the engine 20 using electric power, the driven wheel 35 and the driven shaft 36 that are driven and rotated by the traveling of the vehicle 100 when not driven by the engine 20, and the engine 20 and the driven shaft 36. And a clutch 37 for connecting and disconnecting.

  The vehicle 100 also includes an intake path 40 of the engine 20, a throttle valve 41 as a throttle valve provided in the intake path 40, and an engine 20 as shown in FIG. An exhaust path 42 and an exhaust purification catalyst 43 provided in the exhaust path 42 are provided. The catalyst 43 has an upstream catalyst 43a located on the upstream side in this direction and a downstream catalyst 43b located on the downstream side.

  The vehicle 100 also serves as a connection path connecting the downstream side of the catalyst 43 in the exhaust path 42 and the downstream side of the throttle valve 41 in the intake path 40 in the direction from the intake path 40 through the engine 20 to the exhaust path 42. The EGR passage 44 has an EGR valve 45 that is an EGR valve that is provided in the EGR passage 44 and adjusts the opening degree of the EGR passage 44.

  As shown in FIG. 6 which shows an outline of the control system of the vehicle 100, the vehicle 100 also serves as a control means for driving and controlling each component provided in the vehicle 100, such as the clutch 37, the EGR valve 45, the throttle valve 41, and the like. ECU 50, water temperature detection means 51 for detecting and detecting the water temperature of engine 20 to ECU 50, and SOC detection for detecting SOC (State of Charge) which is the state of charge of battery 30 and inputting the detected SOC to ECU 50 Means 52 and vehicle speed detecting means 53 for detecting the vehicle speed of the vehicle 100 and inputting the detected vehicle speed to the ECU 50 are provided. It is assumed that the state of charge is better as the value of SOC is larger. Further, since the heater 46 shown in the figure is provided in another configuration example to be described later, description in this embodiment is omitted.

  As shown in FIG. 5, the engine 20 includes a crankshaft 21, a piston 22, a cylinder 23, an intake valve 24, an exhaust valve 25, a plug 26, and the like. The engine 20 is configured such that a crankshaft 21, a piston 22, an intake valve 24, and an exhaust valve 25 are interlocked. Therefore, when engine 20 drives generator 34 with the power of battery 30 with clutch 37 disengaged, cranking is performed and motoring operation is performed. Further, when clutch 37 is engaged during deceleration of vehicle 100 running, generator 34 is driven to generate electric power, and battery 30 is charged by the electric power generated by the electric power generation to perform regeneration.

  9 and 10, the general throttle valve 41 'is configured not to seal the intake passage even in the fully closed state, but the throttle valve according to the present embodiment shown in FIG. 41 seals the intake passage 40 in the fully closed state. 9, the code | symbol which added "'" to the code | symbol attached | subjected to the structure of FIG. 5 is attached | subjected to the structure corresponding to the structure shown in FIG. Similarly, in FIG. 10, a symbol corresponding to the configuration illustrated in FIG. 8, which will be described later, is added with a symbol “′” added to the symbol appended to the configuration in FIG. 8.

  The vehicle 100 having such a configuration has, as travel modes, the EV travel mode shown in FIG. 1, the series travel mode shown in FIG. 2, and the parallel travel mode shown in FIG. 3, and the series travel mode or the parallel travel mode. Before starting, the motoring operation shown in FIG. 4 can be performed. Each mode of the EV travel mode, the series travel mode, and the parallel travel mode is selected by the ECU 50 according to the vehicle speed, the SOC, and the like. In this regard, the ECU 50 functions as a travel mode selection unit. The EV travel mode and the series travel mode are selected when the vehicle speed is low or medium, and the parallel travel mode is selected when the vehicle speed is high. The EV traveling mode is selected when the SOC is large, and the series traveling mode is selected when the SOC is small. The motoring operation is selected when a predetermined condition (to be described later) is further satisfied in a state where the selection condition for the series traveling mode or the parallel traveling mode is satisfied.

  The EV traveling mode is a traveling mode that is selected when the vehicle speed is low to medium and the SOC that is the remaining amount of the battery 30 is large. In other words, only the driving power of the motor 10, that is, the output, is the power of the battery 30. Only the vehicle 100 is made to travel. Therefore, the engine 20 is stopped and the clutch 37 is released. The throttle valve 41 and the EGR valve 45 are appropriately opened and closed as necessary. When decelerating, it regenerates with 4 wheels. That is, the kinetic energy of the vehicle 100 is converted into electric energy via the drive wheels 33, the drive shaft 32, and the motor 10, and the clutch 37 is coupled to the driven wheels 35, the driven shaft 36, the clutch 37, and the generator 34. To be converted into electrical energy and stored in the battery 30.

  The series travel mode is a travel mode that is selected when the vehicle speed is from low speed to medium speed and the remaining amount of the battery 30 is small, and the driving force of the motor 10, that is, the output, in other words, the power of the battery 30 is maintained. As described above, the engine 20 is operated, the generator 34 is driven to rotate, and the motor 10 is driven while supplying power to the battery 30 to drive the vehicle 100. The engine 20 is a fixed point operation. The clutch 37 is released. The throttle valve 41 and the EGR valve 45 are appropriately opened and closed as necessary. When decelerating, the vehicle regenerates with four wheels in the same way as in EV driving mode. In addition, the operation is the same as in the EV traveling mode.

  The parallel travel mode is a travel mode that is selected when the vehicle speed is high, such as when traveling on an expressway, and causes the vehicle 100 to travel by the driving force or output of the motor 10 and the driving force or output of the engine 20. Therefore, the clutch 37 is coupled. Since the output of the motor 10 and the output of the engine 20 are used while complementing each other, it is suitable for long-distance traveling, and torque assist by the motor 10 is also possible. Further, when the output of the engine 20 is excessive, it is possible to supply power to the battery 30 via the generator 34. The throttle valve 41 and the EGR valve 45 are appropriately opened and closed as necessary. When decelerating, the vehicle regenerates with four wheels in the same manner as in the EV driving mode.

  The motoring operation is performed in order to warm up the engine 20 and the catalyst 43 before starting the engine 20 in order to reduce the load that the exhaust from the vehicle 100 gives to the environment after the engine 20 is started. It is. Therefore, in the motoring operation, under the control of the ECU 50, power is supplied from the battery 30 to the generator 34 to drive the engine 20 by the driving force of the generator 34, that is, the output, and as shown in FIG. Is fully closed and the EGR valve 45 is fully opened. As a result, as schematically indicated by thick arrows in FIG. 5, the intake manifold 40 from the portion connected to the EGR passage 44 to the engine 20, the inside of the cylinder 23, and the exhaust passage 42 are schematically shown. The portion including the catalyst 43 from the engine 20 to the portion connected to the EGR passage 44 and the EGR passage 44 form an annular passage, and in other words, the motor 20 is operated by the engine motoring. The exhaust gas recirculates in the annular passage by the pumping action of the engine 20, and the frictional heat generated by cranking performed by the motoring operation of the engine 20 is caused to flow into the annular passage by the recirculation. Circulate, not only the engine 20 but also the catalyst 43 Raising the temperature.

  In addition, since fuel injection is not performed at the time of motoring operation, circulating through the annular passage in the same mode only means the gas that has passed through the engine 20 even though it is exhaust. In this respect, the exhaust and gas can be regarded as air. Although it is not essential that the vehicle 100 is driven by the driving force of the motor 10, that is, the output during the motoring operation, the vehicle 100 may be driven as indicated by the broken arrow in FIG. 37 may be coupled and the motor 20 may be operated in a state in which the engine 20 is driven by the motor 10 following the traveling of the vehicle 100, i.e., accompanied.

  As described above, the motoring operation is performed before the start of the engine 20 in order to reduce the load exerted on the environment by the exhaust from the vehicle 100 from the start of the engine 20 prior to the series travel mode or the parallel travel mode. 20 and the temperature of the catalyst 43 is raised to warm up, as shown in FIG. 7, the selection condition for the EV travel mode, that is, when the vehicle speed is low to medium, and the remaining amount of the battery 30 Is not satisfied (FIG. 7: step S1), the water temperature of the engine 20 detected by the water temperature detecting means 51 has not reached the predetermined temperature (FIG. 7: step S2), and the SOC detecting means 52 This is performed when the detected SOC of the battery 30 exceeds a predetermined amount (FIG. 7: step S3) (FIG. 7: step). 4).

  The starting condition for the motoring operation is that the selection condition for the EV traveling mode is not satisfied (FIG. 7: Step S1). The engine must be started under the condition where the EV traveling condition is satisfied. This is because there is not. Also, when the remaining amount of the battery 30 is low, it is necessary to give priority to immediately starting the engine 20 and shifting to the series travel mode in order to charge the battery 30. The ECU 50 stores a reference vehicle speed that is a criterion for determining which travel mode the vehicle speed is suitable for and compares it with the detected vehicle speed. In this respect, the ECU 50 functions as reference vehicle speed storage means and vehicle speed comparison means.

  The condition for starting the motoring operation is that the water temperature of the engine 20 detected by the water temperature detecting means 51 does not reach the predetermined temperature (FIG. 7: step S2). If so, it is already warmed up and there is no need for further warming up. Therefore, if the water temperature of the engine 20 has reached that temperature, the predetermined temperature used here rises to such an extent that the temperature of the catalyst 43 can sufficiently perform exhaust purification of the engine 20 when fuel injection is performed. The temperature is estimated to be. This predetermined temperature is stored in the ECU 50. The predetermined temperature used here indicates that the temperature of the catalyst 43 has risen to such an extent that exhaust purification of the engine 20 can be sufficiently performed when the engine 20 is started after fuel injection is started. Since what is necessary is just, it is not restricted to what makes the water temperature of the engine 20 object. In any case, the ECU 50 stores the predetermined temperature, in other words, the reference temperature, and performs a function of comparing with the detected temperature. In this respect, the ECU 50 functions as a reference temperature storage unit and a temperature comparison unit.

  The starting condition for the motoring operation is that the SOC detected by the SOC detection means 52 exceeds a predetermined amount (FIG. 7: Step S3). The motoring operation is performed when the SOC is low. This is because the SOC may be excessively reduced. Therefore, the predetermined amount used here is SOC until the temperature of the catalyst 43 rises to such an extent that the exhaust purification of the engine 20 can be sufficiently performed when fuel injection is performed if the SOC reaches that amount. The amount is estimated to be sufficiently maintained. This predetermined amount is stored in the ECU 50. The predetermined amount used here is sufficient to maintain the SOC until the temperature of the catalyst 43 rises to such an extent that exhaust purification of the engine 20 can be sufficiently performed when the engine 20 is started after fuel injection is started. Therefore, it is desirable to set larger than the SOC required when selecting the EV traveling mode, and in this embodiment, it is set as such. In any case, the ECU 50 functions to store the predetermined SOC, in other words, the reference SOC and compare it with the detected SOC. In this respect, the ECU 50 functions as a reference SOC storage unit and an SOC comparison unit.

The motoring operation is performed when the warm-up before the start of the engine 20 is required in this way, and the ECU 50 determines whether it is necessary to perform the motoring operation based on the above-described conditions. In this regard, the ECU 50 functions as a motoring operation start determination unit.
In addition, when it transfers to motoring driving | running | working, EV driving | running | working will be maintained during motoring driving | operating, if it is EV driving | running state immediately before.

  When the ECU 50 determines that it is necessary to start the motoring operation, the engine 20 is cranked and pumped by the generator 34, thereby exhausting the exhaust from the engine 20 to the exhaust passage 42, the catalyst 43, the EGR passage 44, the intake air. The throttle valve 41 is closed and the EGR valve 45 is opened to bring the catalyst 43 back to the engine 20 through the path 40 and bring the catalyst 43 to a temperature suitable for exhaust purification. Thereby, although depending on the structure of the exhaust path 42, the EGR passage 44, the intake path 40, etc., most of the exhaust from the engine 20 is at least partially conservatively, the exhaust path 42, the EGR passage 44. Through the intake passage 40 and the engine 20 to be circulated and circulated, heat generated in the engine 20 by cranking of the engine 20, specifically, frictional heat is transmitted to the catalyst 43, and the catalyst 43 is heated, The catalyst 43 is heated to a temperature suitable for exhaust purification. When the engine 20 is started after the temperature of the catalyst 43 is raised to a temperature suitable for exhaust purification, a high purification rate can be obtained from the beginning of the start.

  The temperature rise occurs not only in the engine 20 and the catalyst 43 but also in a part of the exhaust passage 42 and the intake passage 40 as shown by a portion surrounded by a broken line in FIG. 5, but as shown in FIG. When the exhaust gas is not recirculated and circulated, the temperature is increased only in a limited portion around the engine 20 'and its surroundings as shown by the portion surrounded by a broken line in FIG. Heating of 43 'becomes almost impossible, and exhaust gas purification at the time of starting the engine becomes insufficient. Further, in the engine 20 ′ shown in the figure, the crankshaft 21 ′, the intake valve 24 ′, and the exhaust valve 25 ′ are not interlocked to increase the temperature, and the intake valve 24 ′, The exhaust valve 25 ′ is maintained in a fully closed state, but such a configuration is not common, and the crankshaft 21, the intake valve 24, and the exhaust valve 25 are not similar to the engine 20 of this embodiment. Are generally linked to each other, and it is difficult to employ the engine 20 ′. However, in the vehicle 100, the temperature of the catalyst 43 can be satisfactorily increased by exhaust gas recirculation and circulation, and the engine 20 in which the crankshaft 21, the intake valve 24, and the exhaust valve 25 are interlocked is used as it is. In addition, the action of the pump by such interlocking is actively used for the circulation and recirculation of exhaust gas.

  In FIG. 7, when the selection condition of the EV traveling mode is satisfied in step S1, the EV traveling mode is continued as long as this state continues, and the water temperature of the engine 20 detected by the water temperature detecting means 51 in step S2 becomes a predetermined temperature. In order to start the travel mode selected from the series travel mode and the parallel travel mode when the SOC has been reached and the SOC of the battery 30 detected by the SOC detection means 52 in step S3 does not exceed the predetermined amount. Furthermore, fuel injection is started in the engine 20 in the selected travel mode, and the engine 20 is started to start hybrid travel (step S5).

  In the configuration example shown in FIG. 5, the temperature of the catalyst 43 is raised only by the heat generated in the engine 20 by the follower, and the catalyst 43 exhibits good exhaust purification performance when the engine 20 is started without using a heat source other than the engine 20. As shown in FIG. 8, as a heat source for raising the temperature of the catalyst 43, a heater 46 as a heater that is an electric heater using an electric heating catalyst as a heating means is provided. It may be provided. The heater 46 is provided integrally with the upstream side catalyst 43a. The other points are the same as the configuration example shown in FIG.

  Electric power is supplied to the heater 46 from the battery 30. Since the battery 30 is a large-capacity battery suitable for the vehicle 100 that is a hybrid vehicle, the battery 30 has a high margin and is suitable as a power supply source for the heater 46. Driving control of the heater 46 is performed by the ECU 50. Here, the ECU 50 functions as a heating means control means.

  The ECU 50 is configured to drive the heater 46 during motoring operation. As a result, the heater 46 not only directly heats the upstream catalyst 43a, but also when the exhaust from the engine 20 circulates and circulates through the exhaust path 42, the EGR path 44, the intake path 40, and the engine 20, The temperature of the upstream catalyst 43a and that of the downstream catalyst 43b are increased by heating and raising the temperature of the downstream catalyst 43 when passing through the downstream catalyst 43b. Furthermore, since a part of the exhaust gas heated by the heater 46 is recirculated through the EGR passage 44, it helps to warm up the engine body. Accordingly, the temperature of not only the upstream catalyst 43a but also the downstream catalyst 43b is raised more quickly than when the temperature of the catalyst 43 is raised only by the heat generated in the engine 20, and the exhaust when the engine 20 is started is started. A state suitable for purification can be obtained quickly. Further, since the exhaust gas whose temperature has been raised by the heater 46 is circulated and used again for raising the temperature of the catalyst 43, the heat efficiency is high.

  Here, as shown in FIG. 10, when the exhaust gas is not recirculated and circulated, there is no flow of exhaust gas that passes through the heater 46 ′ and reaches the downstream catalyst 43b ′. The temperature rise of 43b ′ is insufficient or impossible, exhaust purification at the time of starting the engine becomes insufficient, and there is a risk that a local excessive temperature rise around the heater 46 ′ occurs. However, in the vehicle 100, the action of the engine 20, in which the crankshaft 21, the intake valve 24, and the exhaust valve 25 are interlocked, is actively used for exhaust circulation and recirculation, and the heat of the heater 46 is used as a catalyst. Thus, the temperature of the catalyst 43 can be raised satisfactorily by efficiently transmitting to 43.

  It should be noted that the heater 46 exhibits the same function as the catalyst 43 even if disposed on the upstream side of the catalyst 43 in the direction from the intake path 40 to the exhaust path 42 if the arrangement position is secured. . That is, in the configuration example shown in FIG. 8, the heater 46 is provided integrally with the upstream catalyst 43a. However, the present invention is not limited to this, and for example, the heater 46 is disposed immediately upstream of the catalyst 43 and heated by the heater 46. The catalyst 43 may be heated with the exhausted gas to raise the temperature.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the specific embodiments, and the present invention described in the claims is not specifically limited by the above description. Various modifications and changes are possible within the scope of the above.

  For example, the hybrid vehicle to which the present invention is applied may have a method of switching between EV traveling and series traveling without a parallel traveling mode. The engine may be any engine such as a gasoline engine or a diesel engine as long as it is an internal combustion engine and can be driven as described above.

  The effects described in the embodiments of the present invention are only the most preferable effects resulting from the present invention, and the effects of the present invention are limited to those described in the embodiments of the present invention. is not.

DESCRIPTION OF SYMBOLS 10 Motor 20 Engine 30 Battery 34 Motor generator 40 Intake path 41 Throttle valve 42 Exhaust path 43 Catalyst 43a Upstream catalyst 43b Downstream catalyst 44 EGR passage 45 EGR valve 46 Heating heater 50 Control means 100 Hybrid vehicle

Claims (4)

A motor for traveling,
A battery for supplying power to the motor;
A motor generator for charging the battery;
An engine that rotationally drives the motor generator;
In a hybrid vehicle equipped with
A throttle valve provided in the intake path of the engine;
An exhaust purification catalyst provided in the exhaust path of the engine;
An EGR passage provided in communication with a downstream side of the catalyst in the exhaust path and a downstream side of the throttle valve in the intake path, and leading a part of the exhaust of the engine to the intake path of the engine;
An EGR valve that adjusts the opening of the EGR passage;
When the warm-up is required before the start of the engine, and wherein in the open Kukoto the EGR valve closes the throttle valve, the portion leading to the engine from a portion connected to the EGR passage of the air supply path, An annular passage is formed by the interior of the engine, the portion of the exhaust passage where the catalyst is provided from the engine to the EGR passage, and the EGR passage, and the motor generator is used to drive the engine. and control means for,
In the motoring operation, without performing fuel injection, the pumping of the engine performed by the motoring operation causes the air to recirculate through the engine in the annular passage and is performed by the motoring operation. A hybrid vehicle characterized in that frictional heat due to cranking is circulated through the annular passage by the recirculation to raise the temperature of the engine and the catalyst . The hybrid vehicle according to claim 1,
The catalyst is provided with a heater,
The hybrid vehicle according to claim 1, wherein the controller operates the heater when warming-up is required before starting the engine. The hybrid vehicle according to claim 2,
The catalyst has an upstream catalyst and a downstream catalyst,
The hybrid vehicle according to claim 1, wherein the heater is provided only in the upstream catalyst. In the hybrid vehicle according to claim 2 or 3,
The hybrid vehicle, wherein the heater is provided immediately upstream of the catalyst.

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