JP5217991B2 - Hybrid vehicle and control method thereof - Google Patents

Description

  The present invention relates to a hybrid vehicle and a control method therefor, and more particularly, to an internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, and using power from the internal combustion engine. The present invention relates to a hybrid vehicle including a generator capable of generating electric power, an electric motor capable of inputting / outputting driving power and an electric generator, and an electric storage means capable of exchanging electric power with the electric motor, and a control method for such a hybrid vehicle.

Conventionally, for this type of hybrid vehicle, the timing for switching from the electric travel mode in which the vehicle travels only with the power from the motor to the hybrid travel mode in which the vehicle travels with the power from the engine and the power from the motor is predicted. There has been proposed a system that starts an engine and performs a warm-up operation (see, for example, Patent Document 1). In this hybrid vehicle, deterioration of fuel consumption and emission is suppressed by warming up the engine before switching from the electric travel mode to the hybrid travel mode.
JP 2007-176392 A

  The hybrid vehicle is connected to an external power supply while the vehicle is stopped, is charged with a battery, runs in the electric drive mode immediately after the system is started, and the hybrid drive mode is used when the amount of charge (remaining capacity SOC) that can be discharged from the battery decreases. However, when the driver greatly depresses the accelerator pedal while traveling in the electric travel mode, the amount of charge (remaining capacity SOC) of the battery is reduced because it is necessary to output larger power. At most, it may be switched to the hybrid driving mode. In this case, when the amount of depression of the driver's accelerator pedal is reduced and the power required for driving is reduced, the hybrid driving mode is switched to the electric driving mode again. As described above, when the battery charge amount (remaining capacity SOC) is large, the engine is operated by switching to the hybrid travel mode, and when the engine is subsequently switched to the electric travel mode, the engine warm-up operation may be unnecessary. However, the warm-up may be completed even if the warm-up is completed for a short time. However, before the battery charge amount (remaining capacity SOC) decreases and the electric travel mode is switched to the hybrid travel mode as in the hybrid vehicle described above. When the engine is warmed up, unnecessary warm-up operation or excessive warm-up operation is performed, and the fuel consumption is deteriorated.

  The hybrid vehicle and the control method thereof according to the present invention are switched from the electric travel mode to the hybrid travel mode in order to obtain power necessary for travel after the system is started, and then travel from the hybrid travel mode to the electric travel mode. When switching from the electric travel mode to the hybrid travel mode due to a decrease in the amount of power stored in the power storage device, etc., it is not necessary to warm up the purification catalyst that purifies the exhaust gas of the internal combustion engine, thereby suppressing fuel consumption and deterioration of emissions. The main purpose.

  The hybrid 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 first hybrid vehicle of the present invention is
An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, a generator capable of generating electricity using power from the internal combustion engine, and power for traveling A hybrid vehicle comprising: an electric motor capable of input / output; and an electric storage means capable of exchanging electric power with the electric generator and the electric motor,
A storage amount detection means for detecting a storage amount stored in the storage means so as to be capable of discharging;
Required power setting means for setting required power required for traveling;
The required operation continuation time for setting the required operation continuation time required to continue the operation of the internal combustion engine in order to maintain the temperature of the purification catalyst at a preset activation lower limit temperature or higher according to the detected amount of stored electricity. Setting means;
The set required power starts the internal combustion engine while running while outputting the set required power from the electric motor in a state in which the operation of the internal combustion engine is stopped after the system is started. If the preset starting power exceeds the preset required power, the set operation must be continued even if the preset required power falls below the preset stop power to stop the operation of the internal combustion engine. Control means for controlling the internal combustion engine and the electric motor so that the operation of the internal combustion engine is continued over time and travels with the set required power;
It is a summary to provide.

  In the first hybrid vehicle of the present invention, the required power is output while the vehicle is running while outputting the required power required for running from the electric motor while the operation of the internal combustion engine is stopped after the system is started. When the preset starting power for starting the engine is exceeded, the operation of the internal combustion engine is continued in order to maintain the temperature of the purification catalyst for purifying the exhaust gas of the internal combustion engine at a preset activation lower limit temperature or higher. The required operation continuation time is set according to the amount of power stored in the power storage means so as to be dischargeable, and the required power is set in advance to stop the operation of the internal combustion engine after the start of the internal combustion engine. The internal combustion engine and the electric motor are controlled so that the operation of the internal combustion engine is continued for the necessary operation continuation time and the vehicle travels with the required power even if the speed is lower. That is, since the temperature of the purification catalyst is maintained at the activation lower limit temperature or higher, the amount of electricity stored in the electricity storage means is reduced, and warming up when starting the internal combustion engine can be eliminated. As a result, it is possible to suppress deterioration in fuel consumption due to unnecessary warm-up operation and excessive warm-up operation and to suppress deterioration in emissions.

  In such a first hybrid vehicle of the present invention, the required operation continuation time setting means may be a means for setting the required operation continuation time so that the longer the detected stored amount of electricity, the longer the required operation continuation time. it can. This is based on the fact that the larger the amount of electricity stored in the electricity storage means, the longer the electric travel time in which only the power from the electric motor travels while the operation of the internal combustion engine is stopped, and the temperature of the purification catalyst decreases accordingly. In this case, the operation continuation required time setting means is set in advance to start the internal combustion engine with the storage amount detected by the storage amount detection means when the set required power exceeds the starting power. It is estimated that the motor can travel by outputting the set required power from the electric motor in a state where the operation of the internal combustion engine is stopped using the differential storage amount that is the difference between the stored storage amount for starting It is also possible to set the required operation continuation time so that the temperature of the purification catalyst becomes the activation lower limit temperature when the estimated travelable time has elapsed. By so doing, it is possible to more appropriately set the time required for continued operation, and to more appropriately suppress deterioration in fuel consumption and emission. Further, in this case, the required operation continuation time setting means may be means for estimating the estimated travelable time based on the electric power required for traveling per unit time and the difference power storage amount. And the said operation continuation required time setting means uses electric power required for the said driving | running | working per unit time calculated based on the electric power used for driving | running | working until the set said required power exceeds the said power for starting It may be a means for estimating the estimated travelable time. In this way, it is possible to more appropriately set the time required for continued operation, and to more appropriately suppress deterioration in fuel consumption and emission.

  The first hybrid vehicle of the present invention further includes an outside air temperature detecting unit that detects an outside air temperature, and the operation continuation necessary time setting unit needs to continue the operation so that the longer the detected outside air temperature is, the longer the operation is. It can also be a means for setting time. By so doing, it is possible to more appropriately set the time required for continued operation, and to more appropriately suppress deterioration in fuel consumption and emission.

The second hybrid vehicle of the present invention is
An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, a generator capable of generating electricity using power from the internal combustion engine, and power for traveling A hybrid vehicle comprising: an electric motor capable of input / output; and an electric storage means capable of exchanging electric power with the electric generator and the electric motor,
A storage amount detection means for detecting a storage amount stored in the storage means so as to be capable of discharging;
Catalyst temperature detecting means for detecting the temperature of the purification catalyst;
Required power setting means for setting required power required for traveling;
Electricity for setting an electric running duration in which electric running can be continued while outputting the set required power from the electric motor in a state where the operation of the internal combustion engine is stopped in accordance with the detected amount of stored electricity. Travel duration setting means;
An estimated catalyst temperature setting means for setting an estimated catalyst temperature at which the temperature of the purifying catalyst reaches a preset activation lower limit temperature when the set electric running duration has elapsed;
When the set required power exceeds a preset starting power for starting the internal combustion engine while the electric running is continued from the start of the system, the set power is set thereafter. Even if the required power falls below a preset stopping power for stopping the operation of the internal combustion engine, the operation of the internal combustion engine is continued until the detected temperature of the purification catalyst exceeds the set estimated catalyst temperature. Control means for controlling the internal combustion engine and the electric motor so as to continue running with the set required power;
It is a summary to provide.

  In the second hybrid vehicle of the present invention, while the system is started and the operation of the internal combustion engine is stopped, the electric power traveling that outputs the required power required for traveling from the electric motor is continued. When the required power exceeds the starting power set in advance for starting the internal combustion engine, the electric running that can continue the electric running set according to the amount of stored electricity that can be discharged from the electricity storage means In order to set the estimated catalyst temperature at which the temperature of the purifying catalyst reaches a preset activation lower limit temperature when the duration time has elapsed, and the required power stops the operation of the internal combustion engine after the internal combustion engine is started The internal combustion engine and the electric motor are operated so that the operation of the internal combustion engine is continued until the temperature of the purification catalyst exceeds the estimated catalyst temperature even when the power is below the preset stop power and the vehicle is driven with the required power. Control to. That is, since the temperature of the purification catalyst is maintained at the activation lower limit temperature or higher, the amount of electricity stored in the electricity storage means is reduced, and warming up when starting the internal combustion engine can be eliminated. As a result, it is possible to suppress deterioration in fuel consumption due to unnecessary warm-up operation and excessive warm-up operation and to suppress deterioration in emissions.

  Such a second hybrid vehicle of the present invention includes an outside air temperature detecting means for detecting the outside air temperature, and the estimated catalyst temperature setting means sets the estimated catalyst temperature so as to decrease as the detected outside air temperature increases. It can also be a means to do. In this way, the estimated catalyst temperature can be set more appropriately, and the deterioration of fuel consumption and emission can be suppressed more appropriately.

  Further, in the second hybrid vehicle of the present invention, the catalyst temperature detection means is means for detecting the temperature of the purification catalyst by estimating the temperature of the purification catalyst based on the operating state of the internal combustion engine. It can also be.

The first hybrid vehicle control method of the present invention comprises:
An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, a generator capable of generating electricity using power from the internal combustion engine, and power for traveling A control method for a hybrid vehicle comprising: an electric motor capable of input / output; and an electric storage means capable of exchanging electric power with the electric generator and the electric motor,
In order to start the internal combustion engine while the vehicle is running by outputting the required power required for running from the electric motor in a state where the operation of the internal combustion engine is stopped from the start of the system. When the set starting power is exceeded, the power storage means is provided with a required duration for continuing the operation of the internal combustion engine in order to maintain the temperature of the purification catalyst at a preset activation lower limit temperature or higher. It is set according to the amount of power stored so that it can be discharged, and the set operation is continued even if the required power falls below a preset stop power to stop the operation of the internal combustion engine after the internal combustion engine is started Controlling the internal combustion engine and the electric motor so that the operation of the internal combustion engine is continued for a required time and travels with the required power;
It is characterized by that.

  In the first hybrid vehicle control method of the present invention, a request is made during traveling while outputting the required power required for traveling from the electric motor in a state where the operation of the internal combustion engine is stopped after the system is started. When the power exceeds a preset starting power for starting the internal combustion engine, the temperature of the purification catalyst for purifying the exhaust gas of the internal combustion engine is maintained at a predetermined activation lower limit temperature or higher so as to maintain the temperature of the purification catalyst. Set the required operation continuation time that requires continuation of operation according to the amount of power stored in the power storage means so that it can be discharged, and the required power to stop the operation of the internal combustion engine after the internal combustion engine is started The internal combustion engine and the electric motor are controlled so that the operation of the internal combustion engine is continued for the necessary operation continuation time even when the power is below the required power and the vehicle is driven with the required power. That is, since the temperature of the purification catalyst is maintained at the activation lower limit temperature or higher, the amount of electricity stored in the electricity storage means is reduced, and warming up when starting the internal combustion engine can be eliminated. As a result, it is possible to suppress deterioration in fuel consumption due to unnecessary warm-up operation and excessive warm-up operation and to suppress deterioration in emissions.

The second hybrid vehicle control method of the present invention comprises:
An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, a generator capable of generating electricity using power from the internal combustion engine, and power for traveling A control method for a hybrid vehicle comprising: an electric motor capable of input / output; and an electric storage means capable of exchanging electric power with the electric generator and the electric motor,
The required power causes the internal combustion engine to be output while continuing the electric traveling that outputs the required power required for traveling from the electric motor in a state where the operation of the internal combustion engine is stopped from the start of the system. When an electric running continuation time that can continue the electric running set according to the amount of electric power stored in the electric storage means so as to be able to be discharged is exceeded when a preset starting power for starting is exceeded. A catalyst estimated temperature estimated to reach a preset activation lower limit temperature, and the required power is set in advance to stop the operation of the internal combustion engine after the internal combustion engine is started. The internal combustion engine will continue to operate at the required power until the temperature of the purification catalyst exceeds the set estimated catalyst temperature even if it falls below the stopping power. For controlling said electric motor and said internal combustion engine,
It is characterized by that.

  In this second hybrid vehicle control method of the present invention, the electric power traveling that outputs the required power required for traveling from the electric motor in a state where the operation of the internal combustion engine is stopped after the system is started is continued. When the required power exceeds the starting power set in advance to start the internal combustion engine while the vehicle is running, the electric running set according to the amount of power stored so as to be dischargeable from the power storage means may be continued. Set the estimated catalyst temperature that the purifying catalyst temperature will reach the preset activation lower limit temperature when the electric running continuation time that can be passed has passed, and the required power stops the operation of the internal combustion engine after the internal combustion engine starts Therefore, the internal combustion engine continues to operate at the required power until the temperature of the purification catalyst exceeds the estimated catalyst temperature even if the power is below a preset stop power. To control an electric motor. That is, since the temperature of the purification catalyst is maintained at the activation lower limit temperature or higher, the amount of electricity stored in the electricity storage means is reduced, and warming up when starting the internal combustion engine can be eliminated. As a result, it is possible to suppress deterioration in fuel consumption due to unnecessary warm-up operation and excessive warm-up operation and to suppress deterioration in emissions.

  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 the hybrid vehicle 20 according to the first embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of the engine 22. As shown in the figure, the hybrid vehicle 20 of the first embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30, and a motor MG2 connected to the reduction gear 35 And a hybrid electronic control unit 70 for controlling the entire drive system.

  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 discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The 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. A cam position sensor that detects the coolant temperature from the sensor 142, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, and the rotational position of the intake valve 128 that performs intake and exhaust to the combustion chamber and the camshaft that opens and closes the exhaust valve The cam position from 144, the throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the air flow meter signal from the air flow meter 148 attached to the intake pipe, and the temperature sensor also attached to the intake pipe An intake air temperature from a support 149, the air-fuel ratio from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

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

  Connected to the power line 54 connected to the output terminal of the battery 50 is a DC / DC converter 56 that converts the voltage of the DC power and supplies it to the battery 50. A power cord 59 is connected to the DC / DC converter 56. An AC / DC converter 58 that converts AC power from a commercial power source supplied via the DC power into DC power is connected. Therefore, by connecting the power cord 59 to the commercial power source and controlling the AC / DC converter 58 and the DC / DC converter 56, the battery 50 can be charged with power from the commercial power source. The AC / DC converter 58 and the DC / DC converter 56 are controlled by the hybrid electronic control unit 70.

  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 position Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the outside air temperature from the outside air temperature sensor 89 that detects the temperature of the outside air Tout or the like is input through the input port. Further, the hybrid electronic control unit 70 outputs a switching control signal to the AC / DC converter 58, a switching control signal of the DC / DC converter 56, and the like via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the first embodiment configured in this way is the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are 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. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Both can be considered as the engine operation mode.

  Further, in the hybrid vehicle 20 of the first embodiment, the remaining capacity (SOC) of the battery 50 is so low that the engine 22 can be sufficiently started when reaching the home or a preset charging point. The battery 50 is charged and discharged while the vehicle is running, the vehicle is stopped at home or at a preset charging point, the power cord 59 is connected to a commercial power source, and the DC / DC converter 56 and the AC / DC converter 58 Is controlled so that the battery 50 is fully charged or in a predetermined state of charge lower than full charge with electric power from a commercial power source. When the system is started after the battery 50 is charged, the remaining capacity (SOC) of the battery 50 is set to a threshold value Shv set so that the engine 22 can be started except when the power required for the vehicle is large. The motor travels in the motor operation mode.

  Next, the operation of the hybrid vehicle 20 of the first embodiment configured as described above, particularly the operation after system startup will be described. FIG. 3 is a flowchart showing an example of a drive control routine after system startup executed by the hybrid electronic control unit 70. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) until the remaining capacity (SOC) of the battery 50 reaches the threshold value Shv and the engine 22 is started.

  When the drive control routine is executed after the system is started, the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation of the motors MG1 and MG2. A process of inputting data necessary for control, such as the number Nm1, Nm2, the outside air temperature Tout from the outside air temperature sensor 89, the remaining capacity (SOC) of the battery 50, the input / output limits Win and Wout of the battery 50, is executed (step S100). . Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the remaining capacity (SOC) of the battery 50 is calculated based on the integrated value of the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  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 the required power Pe * required for the vehicle for traveling (step S110). In the first embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr *, and the accelerator opening Acc and the vehicle speed. When V is given, 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 required power Pe * can be calculated as the sum of the loss Loss obtained by multiplying the set required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by the 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).

  When the required torque Tr * and the required power Pe * are thus set, it is determined whether the engine 22 is operating or stopped (step S120). When the engine 22 is stopped, the set request is set. It is determined whether or not the power Pe * is greater than or equal to a threshold value Pstart (step S130). Here, the threshold value Pstart is set as a power that needs to be switched from the motor running to the hybrid running that uses the power from the engine 22 by starting the engine 22, and is slightly higher than the maximum power that can be output from the motor MG2. Small power can be used.

  If it is determined that the required power Pe * is less than the threshold value Pstart, it is determined that the motor travel should be continued, a value 0 is set in the torque command Tm1 * of the motor MG1 (step S140), and the required torque Tr * is set. A value obtained by dividing the reduction gear 35 by the gear ratio Gr is set as a temporary torque Tm2tmp which is a temporary value of the torque to be output from the motor MG2 (step S150), and the input / output limits Win and Wout of the battery 50 are set to rotate the motor MG2. The torque limits Tm2min and Tm2max of the motor MG2 are calculated by dividing by the number Nm2 (step S160), and the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max according to the following equation (1) to generate the torque command Tm2 * of the motor MG2. Set (step S170) and set torque command Tm1 *, Tm * The sending to the motor ECU 40 (step S180), and terminates this routine. By such control, it is possible to travel by outputting the required torque Tr * 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 from the motor MG2.

  Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (1)

  If it is determined in step S130 that the required power Pe * is equal to or greater than the threshold value Pstart, the engine 22 is started (step S190). Here, the engine 22 is started by outputting torque from the motor MG1 and outputting torque that causes the motor MG2 to cancel torque output to the ring gear shaft 32a as a drive shaft in accordance with the output of this torque. Is performed, and fuel injection control and ignition control are started when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed (for example, 1000 rpm). During the start of the engine 22, the drive control of the motor MG2 is performed so that the required torque Tr * is output to the ring gear shaft 32a. That is, the torque to be output from the motor MG2 is the sum of the torque for outputting the required torque Tr * to the ring gear shaft 32a and the torque for canceling the torque acting on the ring gear shaft 32a when the engine 22 is cranked. Torque.

  When the engine 22 is started, the threshold Shv is subtracted from the remaining capacity (SOC) of the battery 50 to calculate the motor travelable capacity Smd as the amount of power that can be traveled by the motor (step S200), and the motor travelable capacity Smd is calculated. Motor consumption estimated time Tmd, which is a time estimated to be able to run the motor, is calculated by dividing the power consumption per unit time during the motor running up to that time by the average usage capacity Wave shown as a ratio to the capacity of the battery 50. (Step S210), when the motor travels for the estimated motor travel time Tmd based on the estimated motor travel time Tmd and the outside air temperature Tout, the temperature of the catalyst of the purifier 134 becomes the lower limit temperature at which the catalyst is activated. The operation continuation required time Ted, which is the time required to continue the operation, is set (step 220). Here, as the average used capacity Wave, a value obtained by subtracting the remaining capacity (SOC) when the required power Pe * reaches or exceeds the threshold Pstart from the remaining capacity (SOC) of the battery 50 at the time of starting the system is requested. It can be obtained by dividing by the time elapsed until the power Pe * reaches the threshold value Pstart or more. Further, the necessary operation continuation time Ted is stored in the ROM 74 in advance as a necessary operation continuation time setting map by obtaining the relationship between the estimated motor travel time Tmd, the outside air temperature Tout, and the necessary operation continuation time Ted through experiments or the like. When the estimated travel time Tmd and the outside air temperature Tout are given, it can be set by deriving the corresponding required operation continuation time Ted from the map. FIG. 5 shows an example of a map for setting the required duration of operation. As shown in the figure, in the first embodiment, the operation continuation required time Ted is set to be longer as the motor travel estimation time Ted is longer and longer as the outside air temperature Tout is lower. This is based on the fact that the longer the motor travel estimation time Ted, the lower the catalyst temperature, and the lower the outside air temperature Tout, the faster the catalyst temperature.

  When the required operation continuation time Ted is set in this way, the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S250). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Subsequently, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (2) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a torque command Tm1 * to be output from the motor MG1 is calculated by Equation (3) (step S260). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is 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 when traveling with the power output from the engine 22. 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. Equation (2) 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 (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (2)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  Then, by adding the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr *, a temporary torque Tm2tmp that is a temporary value of the torque to be output from the motor MG2 is expressed by the following equation (4). (Step S270), and deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the set torque command Tm1 * by the current rotation speed Nm1 of the motor MG1. Is divided by the rotation speed Nm2 of the motor MG2 to calculate torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by the following equations (5) and (6) (step S280). The set temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max by the equation (7), and the motor M 2 to set the torque command Tm2 * (step S290). Here, equation (4) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (5)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (6)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (7)

  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 the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S300), and the drive control routine is terminated after the system is activated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and 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. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel.

  When the running using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S120 that the engine 22 is in operation. Therefore, the operation of the engine 22 is stopped at the required power Pe *. It compares with threshold Pstop for performing (step S230), and it is determined whether the operation continuation required time Ted has passed since the engine 22 was started (step S240). Here, the threshold value Pstop can be a value slightly smaller than the threshold value Pstart for starting the engine 22 in order to provide hysteresis for starting and stopping of the engine 22. When the required power Pe * is equal to or greater than the threshold value Pstop, or even when the required power Pe * is less than the threshold value Pstop, the engine 22 should continue to be operated when the required operation continuation time Ted has not elapsed since the engine 22 was started. The target of the engine 22 is determined to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft while outputting the required power Pe * from the engine 22 within the range of the input / output limits Win and Wout of the battery 50. A process of setting the rotational speed Ne *, the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and transmitting them to the engine ECU 24 and the motor ECU 40 is executed (steps S250 to S300), and this routine is terminated. To do.

  When the required power Pe * becomes less than the threshold value Pstop and the operation continuation required time Ted has elapsed since the engine 22 was started, the operation of the engine 22 is stopped (step S245). The operation of the engine 22 is stopped by transmitting a control signal for stopping the operation of the engine 22 to the engine ECU 24, and the engine ECU 24 stops fuel injection control and ignition control to the engine 22. When the operation of the engine 22 is stopped in this way, the torque of the motors MG1 and MG2 is output so that the motor MG2 outputs the required torque Tr * 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. Processing for setting the commands Tm1 * and Tm2 * and transmitting them to the motor ECU 40 is executed (steps S140 to S180), and this routine is terminated.

  FIG. 8 is an explanatory diagram showing an example of how the required power Pe * after system startup, the remaining capacity (SOC) of the battery 50, the operating state of the engine 22, and the temperature of the catalyst of the purifier 134 change over time. As shown in the figure, after the system is started, the motor runs without starting the engine 22 until the time T1 when the required power Pe * becomes equal to or greater than the threshold value Pstart, and when the time T1 is reached, the engine 22 is started and the hybrid running is started. To do. Then, the motor travel estimation time Tmd is set based on the remaining capacity (SOC) of the battery 50 at the time T1 when the required power Pe * reaches the threshold value Pstart, and the operation is performed based on the motor travel estimation time Tmd and the outside air temperature Tout. Even if the required power Pe * is set to be less than the threshold value Pstop, the operation of the engine 22 is continued until the time T2 when the required operation continuation time Ted elapses after the engine 22 is started. The required operation continuation time Ted is set so that the temperature of the catalyst in the purifier 134 becomes the lower limit temperature at which the catalyst is activated when the motor travels for the estimated motor travel time Tmd. Even when the operation of the engine 22 is stopped at the time T2 when the required duration time Ted elapses and then the motor travels until the remaining capacity (SOC) of the battery 50 reaches the threshold value Shv, the temperature of the catalyst of the purifier 134 is activated. The lower limit temperature is not reached, just reaching the lower limit temperature. As a result, when the remaining capacity (SOC) of the battery 50 reaches the threshold value Shv and the engine 22 is started, the catalyst of the purification device 134 is already activated, so there is no need to operate the engine 22 for warming up the catalyst. .

  According to the hybrid vehicle 20 of the first embodiment described above, when the required power Pe * reaches the threshold value Pstart while the motor is running after the system is started, it is based on the remaining capacity (SOC) of the battery 50 at that time. When the motor travel estimated time Tmd until the remaining capacity (SOC) reaches the threshold value Shv is set and the motor travels for the motor travel estimated time Tmd based on the motor travel estimated time Tmd and the outside air temperature Tout, the purification device The operation continuation time of the engine 22 at which the temperature of the catalyst 134 becomes the lower limit temperature at which the catalyst is activated is set as the operation continuation required time Ted, and the operation is continued after the engine 22 is started even if the required power Pe * reaches the threshold value Pstop. By continuing the operation of the engine 22 until the required time Ted has elapsed, Even if the motor drive to volume (SOC) reaches the threshold Shv, the temperature of the catalyst of the catalytic converter 134 can be so as not to fall below the minimum temperature just reaching the lower limit temperature to activate. Therefore, it is not necessary to operate the engine 22 for warming up the catalyst when the remaining capacity (SOC) of the battery 50 reaches the threshold value Shv and the engine 22 is started. As a result, it is possible to suppress deterioration in fuel consumption due to unnecessary warm-up operation and excessive warm-up operation and to suppress deterioration in emissions.

  In the hybrid vehicle 20 of the first embodiment, the temperature of the catalyst of the purifier 134 is the lower limit temperature at which the catalyst is activated when the motor travels for the estimated motor travel time Tmd based on the estimated motor travel time Tmd and the outside air temperature Tout. The operation continuation time of the engine 22 is set as the required operation continuation time Ted, but the operation continuation required time Ted is set only by the estimated motor travel time Tmd without using the outside air temperature Tout. Good.

  In the hybrid vehicle 20 of the first embodiment, when the required power Pe * reaches the threshold value Pstart, the threshold value Shv is subtracted from the remaining capacity (SOC) of the battery 50 at that time to calculate the motor travelable capacity Smd and the motor The estimated travel time Tmd is calculated by dividing the travelable capacity Smd by the average use capacity Wave, and the required operation continuation time Ted is set based on the estimated motor travel time Tmd and the outside air temperature Tout. When Pe * reaches the threshold value Pstart, the operation continuation required time Ted may be set immediately from the remaining capacity (SOC) of the battery 50 at that time. In this case, the relationship between the remaining capacity (SOC) of the battery 50 and the required operation continuation time Ted is stored in the ROM 74 in advance as a map, and when the remaining capacity (SOC) is given, the corresponding required operation continuation time Ted is calculated from the map. It should be derived.

  Next, a hybrid vehicle 20B according to a second embodiment of the present invention will be described. As shown in FIG. 9, the hybrid vehicle 20B of the second embodiment is a first embodiment described with reference to FIGS. 1 and 2 except that a catalyst temperature sensor 135c for detecting the temperature of the catalyst of the purification device 134 is provided. It has the same hardware configuration as the hybrid vehicle 20 of the example. In order to avoid redundant description of the hardware configuration of the hybrid vehicle 20B of the second embodiment, the same hardware configuration as that of the hybrid vehicle 20 of the first embodiment is denoted by the same reference numeral, and the description thereof will be omitted. Omitted. The hybrid vehicle 20B of the second embodiment includes a catalyst temperature sensor 135c that detects the temperature of the catalyst of the purification device 134, as shown in FIG. The catalyst temperature sensor 135c is connected to an input port (not shown) of the engine ECU 24 through a conductive line so that the catalyst temperature Tc is input to the engine ECU 24.

  Similarly to the hybrid vehicle 20 of the first embodiment, the hybrid vehicle 20B of the second embodiment also has a ring gear shaft as a 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. The engine 22, the motor MG <b> 1, and the motor MG <b> 2 are controlled to calculate the required torque to be output to 32 a and output the required power corresponding to the required torque to the ring gear shaft 32 a. The operation control of the engine 22, the motor MG1, and the motor MG2 also includes a torque conversion operation mode, a charge / discharge operation mode, and a motor operation mode, as in the hybrid vehicle 20 of the first embodiment. Further, the hybrid vehicle 20B of the second embodiment, like the hybrid vehicle 20 of the first embodiment, can sufficiently start the engine 22 when reaching the home or a preset charging point. Control the charging / discharging of the battery 50 while traveling so that the remaining capacity (SOC) of the battery 50 is low, connect the power cord 59 to a commercial power source after stopping the vehicle at home or at a preset charging point, By controlling the DC / DC converter 56 and the AC / DC converter 58, the battery 50 is brought into a fully charged state or a predetermined charging state lower than the fully charged state with electric power from a commercial power source. When the system is started after the battery 50 is charged, the remaining capacity (SOC) of the battery 50 is set to a threshold value Shv set so that the engine 22 can be started except when the power required for the vehicle is large. The motor travels in the motor operation mode.

  Next, the operation of the hybrid vehicle 20B of the second embodiment configured as described above, particularly the operation after system startup will be described. FIG. 10 is a flowchart showing an example of a system start-up drive control routine executed by the hybrid electronic control unit 70 provided in the hybrid vehicle 20B of the second embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) until the remaining capacity (SOC) of the battery 50 reaches the threshold value Shv and the engine 22 is started. The drive control routine after system startup in FIG. 10 is the same as the drive control routine after system startup in FIG. 3 except for the processes of steps S220B and S240B. For this reason, in the drive control routine after system startup in FIG. 10, the same step numbers are used for the same processing as in the drive control routine after system startup in FIG. Hereinafter, the operation after the system startup of the hybrid vehicle 20B of the second embodiment will be described with a focus on differences from the system startup drive control routine of FIG. 3 using the system startup drive control routine of FIG.

  When the drive control routine after the system startup shown in FIG. 10 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 motor MG1, and so on. Processing for inputting data necessary for control such as the rotational speed Nm1, Nm2, the outside air temperature Tout, the catalyst temperature Tc, the remaining capacity (SOC) of the battery 50, the input / output limits Win, Wout of the battery 50, etc. Is executed (step S100), and the required torque 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. Set Tr * and required power Pe * required for the vehicle to travel (step) 110). Here, the catalyst temperature Tc detected by the catalyst temperature sensor 135c is input from the engine ECU 24 by communication. Then, it is determined whether the engine 22 is operating or stopped (step S120). When the engine 22 is stopped, it is determined whether or not the set required power Pe * is equal to or greater than a threshold value Pstart. Determination is made (step S130). If it is determined that the required power Pe * is less than the threshold value Pstart, it is determined that the motor travel should be continued, and within the range of the input / output limits Win and Wout of the battery 50, the motor MG2 moves to the ring gear shaft 32a as the drive shaft. A process of setting torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to travel by outputting the requested torque Tr * and transmitting them to the motor ECU 40 is executed (steps S140 to S180), and this routine is terminated.

  On the other hand, when the required power Pe * is determined to be equal to or greater than the threshold value Pstart, the engine 22 is started (step S190), the threshold value Shv is subtracted from the remaining capacity (SOC) of the battery 50, and the motor travelable capacity Smd is calculated ( In step S200), the estimated motor travel time Tmd is calculated by dividing the motor travelable capacity Smd by the average used capacity Wave (step S210). Based on the motor travel estimation time Tmd and the outside air temperature Tout, the motor travel estimation time Tmd is calculated. The estimated catalyst temperature Tset, which is the temperature of the catalyst estimated so that the temperature of the catalyst of the purifier 134 becomes the lower limit temperature at which the catalyst is activated when the motor travels only, is set (step S220B). The estimated catalyst temperature Tset is stored in the ROM 74 in advance as a catalyst estimated temperature setting map by obtaining the relationship between the estimated motor travel time Tmd, the outside air temperature Tout, and the estimated catalyst temperature Tset through experiments or the like, and the estimated motor travel time Tmd When the outside air temperature Tout is given, it can be set by deriving the corresponding estimated catalyst temperature Tset from the map. FIG. 11 shows an example of the estimated catalyst temperature setting map. As shown in the figure, in the second embodiment, the estimated catalyst temperature Tset is set to be higher as the estimated motor travel time Ted is longer and higher as the outside air temperature Tout is lower. This is based on the fact that the longer the motor travel estimation time Ted, the lower the catalyst temperature, and the lower the outside air temperature Tout, the faster the catalyst temperature.

  When the estimated catalyst temperature Tset is set in this manner, the required power Pe * is output from the engine 22 within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. Then, the target rotational speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set and transmitted to the engine ECU 24 and the motor ECU 40 (steps S250 to S300). ), This routine is terminated.

  When the traveling using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S120 that the engine 22 is in operation, so the required power Pe * is compared with the threshold value Pstop. At the same time (step S230), the input catalyst temperature Tc is compared with the estimated catalyst temperature Tset (step S240B). When the required power Pe * is equal to or higher than the threshold value Pstop, or even when the required power Pe * is lower than the threshold value Pstop, if the catalyst temperature Tc is lower than the estimated catalyst temperature Tset, it is determined that the operation of the engine 22 should be continued. The target rotational speed Ne * and the target torque of the engine 22 are output so as to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft while outputting the required power Pe * from the engine 22 within the range of the output limits Win and Wout. A process of setting Te * and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 and transmitting them to the engine ECU 24 and the motor ECU 40 is executed (steps S250 to S300), and this routine is terminated.

  When it is determined that the required power Pe * is less than the threshold value Pstop and the catalyst temperature Tc is equal to or higher than the estimated catalyst temperature Tset, the operation of the engine 22 is stopped (step S245), and the ranges of the input / output limits Win and Wout of the battery 50 are stopped. The motor MG2 sets the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft, and executes processing to transmit to the motor ECU 40 (Steps S140 to S180), this routine is finished.

  FIG. 12 shows how the required power Pe *, the remaining capacity (SOC) of the battery 50, the operating state of the engine 22 and the temperature of the catalyst of the purifier 134 are changed over time in the hybrid vehicle 20B of the second embodiment. It is explanatory drawing which shows an example. As shown in the figure, after the system is started, the motor travels without starting the engine 22 until the time T11 when the required power Pe * is equal to or greater than the threshold value Pstart, and when the time T11 is reached, the engine 22 is started and the hybrid travel is performed. To do. Then, the estimated motor travel time Tmd is set based on the remaining capacity (SOC) of the battery 50 at the time T11 when the required power Pe * reaches the threshold value Pstart, and the catalyst is determined based on the estimated motor travel time Tmd and the outside air temperature Tout. The estimated temperature Tset is set, and the operation of the engine 22 is continued until the catalyst temperature Tc becomes equal to or higher than the estimated catalyst temperature Tset even if the required power Pe * is less than the threshold value Pstop. The estimated catalyst temperature Tset is set so that the temperature of the catalyst of the purifier 134 becomes the lower limit temperature at which the catalyst is activated when the motor travels for the estimated motor travel time Tmd. Therefore, the catalyst temperature Tc becomes the estimated catalyst temperature Tset. Even when the operation of the engine 22 is stopped at the reached time T12 and then the motor travels until the remaining capacity (SOC) of the battery 50 reaches the threshold value Shv, the temperature of the catalyst of the purifier 134 reaches the lower limit temperature to be activated. Just below the lower temperature limit. As a result, when the remaining capacity (SOC) of the battery 50 reaches the threshold value Shv and the engine 22 is started, the catalyst of the purification device 134 is already activated, so there is no need to operate the engine 22 for warming up the catalyst. .

  According to the hybrid vehicle 20B of the second embodiment described above, when the required power Pe * reaches the threshold value Pstart while the motor is running after the system is started, it is based on the remaining capacity (SOC) of the battery 50 at that time. When the motor travel estimated time Tmd until the remaining capacity (SOC) reaches the threshold value Shv is set and the motor travels for the motor travel estimated time Tmd based on the motor travel estimated time Tmd and the outside air temperature Tout, the purification device The temperature of the catalyst at which the catalyst temperature becomes the lower limit temperature at which the catalyst is activated is set as the estimated catalyst temperature Tset, and the engine remains until the catalyst temperature Tc reaches the estimated catalyst temperature Tset even if the required power Pe * reaches the threshold value Pstop. By continuing the operation of No. 22, the remaining capacity (SOC) of the battery 50 thereafter reaches the threshold value Shv. In even if the motor running, the temperature of the catalyst in catalytic converter 134 can be so as not to fall below the minimum temperature just reaching the lower limit temperature to activate. Therefore, it is not necessary to operate the engine 22 for warming up the catalyst when the remaining capacity (SOC) of the battery 50 reaches the threshold value Shv and the engine 22 is started. As a result, it is possible to suppress deterioration in fuel consumption due to unnecessary warm-up operation and excessive warm-up operation and to suppress deterioration in emissions.

  In the hybrid vehicle 20B of the second embodiment, the temperature of the catalyst of the purifier 134 is the lower limit temperature at which the catalyst is activated when the motor travels for the estimated motor travel time Tmd based on the estimated motor travel time Tmd and the outside air temperature Tout. The estimated catalyst temperature Tset is set as the estimated catalyst temperature Tset, but the estimated catalyst temperature Tset may be set only by the estimated motor travel time Tmd without using the outside air temperature Tout.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, when the required power Pe * reaches the threshold value Pstart, the threshold value Shv is subtracted from the remaining capacity (SOC) of the battery 50 at that time, and the motor Although the travelable capacity Smd is calculated, the remaining capacity (SOC) of the battery 50 may be multiplied by a coefficient to calculate the motor travelable capacity Smd, or the remaining capacity (SOC) of the battery 50 may be used as it is. The travelable capacity Smd may be used.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the motor running capacity Smd is an average indicating the amount of power used per unit time during motor running since system startup as a ratio to the capacity of the battery 50. The estimated motor travel time Tmd is calculated by dividing by the used capacity Wave, but not only the motor travel time since the system startup but also the power usage per unit time in the motor travel after the last system startup. The estimated motor travel time Tmd may be calculated by dividing the motor travelable capacity Smd by the average use capacity as a ratio of the battery 50 to the capacity of the battery 50, or the motor travel may be performed by a predetermined value instead of the average use capacity. The motor travel estimation time Tmd is calculated by dividing the possible capacity Smd. It may be used as the.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35, but the motor MG2 is directly attached to the ring gear shaft 32a. The motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a two-speed shift, a three-speed shift, or a four-speed shift instead of the reduction gear 35.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, the hybrid vehicle of the modified example of FIG. As illustrated in 120, the power of the motor MG2 is different from the axle to which the ring gear shaft 32a is connected (the axle to which the drive wheels 63a and 63b are connected) (the axle connected to the wheels 64a and 64b in FIG. 13). It is good also as what connects to.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30. However, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 14, the inner rotor 232 connected to the crankshaft 26 of the engine 22 and the drive shaft that outputs power to the drive wheels 63a and 63b are connected. The outer rotor 234 may be included, and a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  The hybrid vehicle 20 according to the first embodiment and the hybrid vehicle 20B according to the second embodiment include the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2. Any configuration can be used as long as it is a hybrid vehicle including a generator that can generate power using power from the engine, a motor that can input and output power for traveling, and a battery that exchanges power with the generator and motor. I do not care.

  In the hybrid vehicle 20 of the first embodiment and the hybrid vehicle 20B of the second embodiment, the power line 54 connected to the output terminal of the battery 50 includes a DC / DC converter 56, an AC / DC converter 58, and a power cord 59. Although the power cord 59 is connected to a commercial power source and the battery 50 is charged with power from the commercial power source, the DC / DC converter 56, the AC / DC converter 58, and the power cord 59 may not be provided. Absent. In this case, the drive control routine after system startup may be used for control when the motor is simply driven after system startup.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a form of the control method of a hybrid 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 first embodiment, the engine 22 having the purifier 134 attached to the exhaust system corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the motor MG2 corresponds to a “motor”, and the battery 50 Corresponds to the “power storage means”, and the battery ECU 52 that calculates the remaining capacity (SOC) of the battery 50 based on the integrated value of the charging / discharging current detected by the current sensor corresponds to the “power storage amount detection means”. A hybrid that executes the processing of step S110 in the drive control routine after system startup in FIG. 3 that is calculated by adding Loss to the product of the required torque Tr * based on the degree Acc and the vehicle speed V multiplied by the rotational speed Nr of the ring gear shaft 32a. The electronic control unit 70 corresponds to “required power setting means”, and the required power Pe * is threshold while the motor is running after the system is started. Based on the remaining capacity (SOC) of the battery 50 when Pstart is reached, an estimated motor travel time Tmd until the remaining capacity (SOC) reaches the threshold value Shv is set, and the estimated motor travel time Tmd and the outside air temperature Tout are set. The system shown in FIG. 3 sets the operation continuation time of the engine 22 at which the temperature of the catalyst of the purifier 134 becomes the lower limit temperature at which the catalyst is activated when the motor travels for the estimated motor travel time Tmd as the required operation continuation time Ted. The hybrid electronic control unit 70 that executes the processing of steps S200 to S220 of the post-startup drive control routine corresponds to “required operation continuation time setting means”, and the required power Pe * is obtained while the motor is running after the system is started. When the threshold value Pstart is reached, even if the required power Pe * reaches the threshold value Pstop, The required torque Tr * within the range of the input / output limits Win and Wout of the battery 50 is maintained within the range of the input / output limits Win and Wout of the battery 50 while the operation of the engine 22 is continued after the start of the gin 22 until the required operation continuation time Ted elapses. The hybrid electronic control for setting the target rotational speed Ne *, the target torque Te *, the motor MG1, and the torque commands Tm1 * and Tm2 * of the motor MG2 to be transmitted to the engine ECU 24 and the motor ECU 40 An engine ECU 24 that receives the unit 70, the target rotational speed Ne *, and the target torque Te * and controls the engine 22 so that the engine 22 is operated at the target rotational speed Ne * and the target torque Te *, and torque commands Tm1 * and Tm2 *. So that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. The motor ECU 40 that controls switching of the switching elements of the inverters 41 and 42 corresponds to “control means”.

  In the second embodiment, the engine 22 having the purifier 134 attached to the exhaust system corresponds to an “internal combustion engine”, the motor MG1 corresponds to a “generator”, the motor MG2 corresponds to a “motor”, and the battery 50 Corresponds to the “power storage means”, and the battery ECU 52 for calculating the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor corresponds to the “power storage amount detection means”, and the catalyst temperature The catalyst temperature sensor 135c for detecting Tc corresponds to “catalyst temperature detection means”, and adds Loss to the required torque Tr * based on the accelerator opening Acc and the vehicle speed V multiplied by the rotational speed Nr of the ring gear shaft 32a. The hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine after system startup shown in FIG. The remaining capacity (SOC) reaches the threshold value Shv based on the remaining capacity (SOC) of the battery 50 when the required power Pe * reaches the threshold value Pstart while the motor is running after the system is started. The hybrid electronic control unit 70 that executes the processing of steps S200 to S210 of the drive control routine after system startup shown in FIG. 10 for setting the estimated motor travel time Tmd until is equivalent to the “electric travel duration setting means”. Based on the estimated time Tmd and the outside air temperature Tout, the catalyst temperature at which the catalyst temperature of the purifier 134 becomes the lower limit temperature at which the catalyst is activated when the motor travels for the estimated motor travel time Tmd is set as the estimated catalyst temperature Tset. A hybrid that executes the process of step S220B of the drive control routine after system startup in FIG. The electronic control unit 70 corresponds to “catalyst estimated temperature setting means”, and when the required power Pe * reaches the threshold value Pstart while the motor is running after the system is started, the required power Pe * reaches the threshold value Pstop. Until the catalyst temperature Tc reaches the estimated catalyst temperature Tset, the required torque Tr * is output to the ring gear shaft 32a as the drive shaft and travels within the range of the input / output limits Win and Wout of the battery 50 while continuing the operation of the engine 22. The hybrid electronic control unit 70 that sets the target rotational speed Ne * of the engine 22, the target torque Te *, the torque commands Tm 1 * and Tm 2 * of the motor MG 1 and the motor MG 2 and transmits them to the engine ECU 24 and the motor ECU 40 and the target rotation The number Ne * and the target torque Te * are received and the target rotational speed Ne * and the target torque T The engine ECU 24 that controls the engine 22 to operate the engine 22 at e * and the torque commands Tm1 * and Tm2 * are received, and the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. The motor ECU 40 that performs switching control of the switching element corresponds to “control means”.

  Here, in the first hybrid vehicle, 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, but any type of internal combustion engine such as a hydrogen engine. It does not matter. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with a generator, such as a capacitor. The “power storage amount detection means” is not limited to the one that calculates the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor. Any device may be used as long as it detects the amount of electricity stored in the electricity storage means so that it can be discharged. The “required power setting means” is not limited to the one that is calculated by adding Loss to the product of the required torque Tr * based on the accelerator opening Acc and the vehicle speed V and the rotation speed Nr of the ring gear shaft 32a. There is no limitation as long as it sets the required power required for traveling. The “required operation continuation time setting means” is based on the remaining capacity (SOC) based on the remaining capacity (SOC) of the battery 50 when the required power Pe * reaches the threshold value Pstart while the motor is running after starting the system. Is set to the motor travel estimation time Tmd until the motor reaches the threshold value Shv, and the catalyst temperature of the purifier 134 is set to the motor travel time Tmd based on the motor travel estimation time Tmd and the outside air temperature Tout. It is not limited to setting the operation continuation time of the engine 22 that becomes the lower limit temperature at which the catalyst is activated as the required operation continuation time Ted, and the remaining capacity (SOC) of the battery 50 is multiplied by a coefficient to allow the motor to travel. Smd should be calculated, and not only in motor driving since system startup, but also in previous and previous The estimated motor travel time Tmd is calculated by dividing the motor travelable capacity Smd by the average use capacity as a ratio of the power consumption per unit time in the motor travel after the motor start to the capacity of the battery 50, or the average use Instead of the capacity, the motor travel estimated time Tmd is calculated by dividing the motor travelable capacity Smd by a predetermined value set in advance, or the operation continuation required time Ted only by the motor travel estimated time Tmd without using the outside air temperature Tout. Or when the required power Pe * reaches the threshold value Pstart, the required operation continuation time Ted is immediately set from the remaining capacity (SOC) of the battery 50 at that time. It is necessary to continue the operation of the internal combustion engine in order to keep the temperature above the preset lower limit activation temperature. But it may be of any type used to set the continuous driving time required that in accordance with the storage amount. As the “control means”, when the required power Pe * reaches the threshold value Pstart while the motor is running after the system is started, it is necessary to continue the operation after starting the engine 22 even if the required power Pe * reaches the threshold value Pstop. Until the time Ted elapses, the engine 22 is operated so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft and travels within the range of the input / output limits Win and Wout of the battery 50 while continuing the operation of the engine 22. The motor MG1 and the motor MG2 are not limited to those that control the motor MG1, and the required power is output while the motor is running while outputting the required power from the electric motor in a state where the operation of the internal combustion engine is stopped after starting the system. When the preset starting power for starting the internal combustion engine is exceeded, the required power is thereafter Any engine that controls the internal combustion engine and the electric motor so that the operation of the internal combustion engine is continued for the required operation continuation time and travels at the required power even when the power is below the preset stop power for stopping the operation. It doesn't matter what.

In the second hybrid vehicle, 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, but any type of internal combustion engine such as a hydrogen engine. It does not matter. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with a generator, such as a capacitor. The “power storage amount detection means” is not limited to the one that calculates the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor. Any device may be used as long as it detects the amount of electricity stored in the electricity storage means so that it can be discharged. The “catalyst temperature detection means” is not limited to the catalyst temperature sensor 135c that detects the catalyst temperature Tc, but is a catalyst that detects the temperature of the purification catalyst by estimating the temperature of the purification catalyst from the engine water temperature and the elapsed time. Any device that detects temperature can be used. The “required power setting means” is not limited to the one that is calculated by adding Loss to the product of the required torque Tr * based on the accelerator opening Acc and the vehicle speed V and the rotation speed Nr of the ring gear shaft 32a. There is no limitation as long as it sets the required power required for traveling. As the “electric travel duration setting means”, the remaining capacity (SOC) is based on the remaining capacity (SOC) of the battery 50 when the required power Pe * reaches the threshold value Pstart while the motor is running after the system is activated. Is not limited to setting the estimated motor travel time Tmd until the threshold value Shv is reached, and the remaining capacity (SOC) of the battery 50 is multiplied by a coefficient to calculate the motor travelable capacity Smd. The motor travelable capacity Smd is divided by the average use capacity as a ratio of the power consumption per unit time in the motor travel after the last or previous system start-up to the capacity of the battery 50 as well as in the motor travel from the start. To calculate the estimated motor travel time Tmd, or replace the predetermined value set in advance with the average used capacity. For example, the motor travel estimation time Tmd is calculated by dividing the motor travelable capacity Smd, and the electric power traveling by outputting the required power from the electric motor while the operation of the internal combustion engine is stopped may be continued. As long as the electric running continuation time that can be set is set according to the amount of stored electricity, it may be anything.
The “estimated catalyst temperature setting means” is a lower limit temperature at which the catalyst of the purifier 134 is activated when the motor travels for the estimated motor travel time Tmd based on the estimated motor travel time Tmd and the outside air temperature Tout. The temperature of the catalyst to be set is not limited to what is set as the estimated catalyst temperature Tset, and the electric vehicle travel is performed such that the estimated catalyst temperature Tset is set only by the estimated motor travel time Tmd without using the outside air temperature Tout. Any method may be used as long as it sets an estimated catalyst temperature at which the temperature of the purifying catalyst reaches a preset activation lower limit temperature when the duration time has elapsed. As the “control means”, when the required power Pe * reaches the threshold value Pstart while the motor is running after starting the system, the catalyst temperature Tc reaches the estimated catalyst temperature Tset even if the required power Pe * reaches the threshold value Pstop. The engine 22, the motor MG 1, and the motor MG 2 are driven so that the required torque Tr * is output to the ring gear shaft 32 a as a drive shaft within the range of the input / output limits Win and Wout of the battery 50 while the operation of the engine 22 is continued. When the required power exceeds the preset starting power for starting the internal combustion engine while continuing the electric running continuously after starting the system, After that, even if the required power falls below the preset stop power to stop the operation of the internal combustion engine, the purification catalyst As long as the temperature is controlled an internal combustion engine and an electric motor to run the power demand is continued operation of the internal combustion engine by more than the estimated catalyst temperature may be any ones.

  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 manufacturing industry of hybrid vehicles.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to a first 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 after system starting performed by the electronic control unit for hybrid 70 of 1st Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for driving continuation required time setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is explanatory drawing which shows an example of the time change state of the request | requirement power Pe * after system starting, the remaining capacity (SOC) of the battery 50, the operating state of the engine 22, and the temperature of the catalyst of the purification apparatus 134. It is a block diagram which shows the outline of a structure of the engine 22 of 2nd Example. It is a flowchart which shows an example of the drive control routine after system starting performed by the electronic control unit for hybrid 70 of 2nd Example. It is explanatory drawing which shows an example of the map for catalyst estimated temperature setting. It is explanatory drawing which shows an example of the time change state of the request | requirement power Pe * after system starting, the remaining capacity (SOC) of the battery 50, the operating state of the engine 22, and the temperature of the catalyst of the purification apparatus 134. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 20B, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 Ring gear, 32a Ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 for battery Electronic control unit (battery ECU), 54 power line, 56 DC / DC converter, 58 AC / DC converter, 59 power cord, 60 gear mechanism, 62 differential gear, 63a, 63b 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake Pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 135c Catalyst temperature sensor, 136 , Throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 143 pressure sensor, 144 cam position Nsensa, 146 a throttle valve position sensor, 148 an air flow meter, 149 temperature sensor, 150 a variable valve timing mechanism, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (11)

An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, a generator capable of generating electricity using power from the internal combustion engine, and power for traveling A hybrid vehicle comprising: an electric motor capable of input / output; and an electric storage means capable of exchanging electric power with the electric generator and the electric motor,
A storage amount detection means for detecting a storage amount stored in the storage means so as to be capable of discharging;
Required power setting means for setting required power required for traveling;
Based on the detected power storage amount, the estimated required travel time estimated as the time during which the motor can travel by outputting the set required power is estimated, and the operation of the internal combustion engine is stopped. The operation continuation time required to continue the operation of the internal combustion engine is set so that the temperature of the purification catalyst becomes the preset activation lower limit temperature when the electric drive is performed for the estimated travelable time in the state The operation continuation required time setting means,
The set required power exceeds the preset starting power for starting the internal combustion engine during the electric running in a state where the operation of the internal combustion engine is stopped continuously from the system startup. Sometimes, the internal combustion engine is started, and the internal combustion engine and the electric motor are controlled so that the internal combustion engine continues to run for the set required operation continuation time and travels with the set required power. Means,
A hybrid car with The hybrid vehicle according to claim 1,
The required operation continuation time setting means is a means for setting the required operation continuation time in a tendency to become longer as the detected storage amount is larger.
Hybrid car. A hybrid vehicle according to claim 2,
The operation continuation necessary time setting means includes a start amount preset for starting the internal combustion engine and a storage amount detected by the storage amount detection means when the set required power exceeds the starting power. Means for estimating the estimated travelable time using a difference power storage amount that is a difference power storage amount from the power storage amount, and setting the required operation continuation time.
Hybrid car. A hybrid vehicle according to claim 3,
The required operation continuation time setting means is means for estimating the estimated travelable time based on the power required for traveling per unit time and the difference power storage amount.
Hybrid car. The hybrid vehicle according to claim 4,
The required operation continuation time setting means uses the power necessary for traveling per unit time calculated based on the power used for traveling until the set required power exceeds the starting power. A means for estimating the travelable time,
Hybrid car. A hybrid vehicle according to any one of claims 1 to 5,
An outside air temperature detecting means for detecting the outside air temperature,
The required operation continuation time setting means is a means for setting the required operation continuation time in a tendency to become longer as the detected outside air temperature is lower.
Hybrid car. An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, a generator capable of generating electricity using power from the internal combustion engine, and power for traveling A hybrid vehicle comprising: an electric motor capable of input / output; and an electric storage means capable of exchanging electric power with the electric generator and the electric motor,
A storage amount detection means for detecting a storage amount stored in the storage means so as to be capable of discharging;
Catalyst temperature detecting means for detecting the temperature of the purification catalyst;
Required power setting means for setting required power required for traveling;
Electricity for setting an electric running duration in which electric running can be continued while outputting the set required power from the electric motor in a state where the operation of the internal combustion engine is stopped in accordance with the detected amount of stored electricity. Travel duration setting means;
An estimated catalyst temperature setting means for setting an estimated catalyst temperature at which the temperature of the purifying catalyst reaches a preset activation lower limit temperature when the set electric running duration has elapsed;
While the electric running is continued in a state where the operation of the internal combustion engine is stopped from the start of the system, the set required power is set to a preset starting power for starting the internal combustion engine. When it exceeds, the internal combustion engine is started, and the operation of the internal combustion engine is continued until the detected temperature of the purification catalyst exceeds the set estimated catalyst temperature, so that the engine runs with the set required power. Control means for controlling the internal combustion engine and the electric motor;
A hybrid car with The hybrid vehicle according to claim 7,
An outside air temperature detecting means for detecting the outside air temperature,
The estimated catalyst temperature setting means is a means for setting the estimated catalyst temperature so that the detected outside air temperature becomes lower as the detected outside air temperature is higher.
Hybrid car. A hybrid vehicle according to claim 7 or 8,
The catalyst temperature detection means is means for detecting the temperature of the purification catalyst by estimating the temperature of the purification catalyst based on the operating state of the internal combustion engine.
Hybrid car. An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, a generator capable of generating electricity using power from the internal combustion engine, and power for traveling A control method for a hybrid vehicle comprising: an electric motor capable of input / output; and an electric storage means capable of exchanging electric power with the electric generator and the electric motor,
The required power starts the internal combustion engine during the electric running where the required power required for running is output from the electric motor while the operation of the internal combustion engine is stopped after the system is started. Therefore, when a preset starting power is exceeded, an estimated travelable time that is estimated as a time during which the electric travel is possible is estimated based on the amount of power stored in the power storage means so as to be dischargeable, and the internal combustion engine It is necessary to continue the operation of the internal combustion engine so that the temperature of the purification catalyst becomes a preset activation lower limit temperature when the electric travel is performed for the estimated travelable time with the engine stopped. set the operation continuation time required to start the internal combustion engine, to travel by the power demand operation is continued of the internal combustion engine over a continuous operation requires time and the setting For controlling said electric motor and said internal combustion engine as,
A control method for a hybrid vehicle. An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for exhaust purification is attached to an exhaust system, a generator capable of generating electricity using power from the internal combustion engine, and power for traveling A control method for a hybrid vehicle comprising: an electric motor capable of input / output; and an electric storage means capable of exchanging electric power with the electric generator and the electric motor,
The required power causes the internal combustion engine to be output while continuing the electric traveling that outputs the required power required for traveling from the electric motor in a state where the operation of the internal combustion engine is stopped from the start of the system. When the starting power set in advance for starting is exceeded, the electric running continuation time that can continue the electric running set according to the amount of electricity stored so as to be dischargeable from the electricity storage means has elapsed. When the temperature of the purification catalyst is estimated to reach a preset activation lower limit temperature, the estimated catalyst temperature is set, the internal combustion engine is started, and the temperature of the purification catalyst exceeds the set estimated catalyst temperature. The internal combustion engine and the electric motor are controlled so that the operation of the internal combustion engine is continued until the requested power travels.
A control method for a hybrid vehicle.

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