JP5459144B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle, and more specifically, an internal combustion engine capable of outputting power for traveling and having a purification device having a purification catalyst for exhaust purification attached to an exhaust system, and an electric motor capable of inputting / outputting power for traveling And a secondary battery capable of exchanging electric power with an electric motor.

  Conventionally, as this type of hybrid vehicle, an engine that outputs power to a drive shaft connected to a drive wheel with a purification device attached, a motor connected to the drive shaft, a battery that exchanges power with the motor, And even if the catalyst inlet of the purifier is not warmed up, the engine is operated so as to run while operating the engine at an operating point consisting of a rotational speed for warming up and a torque of 0. When the warm-up of the catalyst inlet of the purifier is completed but the warm-up of other parts is not completed, the load limit and drive shaft for operating the engine at a light load are controlled. The engine and the motor are driven so that the vehicle runs while operating the engine at the operation point set based on the smaller one of the required power of the vehicle based on the required torque to be output to Gosuru have been proposed (e.g., see Patent Document 1). In this hybrid vehicle, power can be output from the engine in such a state that the emission is well maintained even before the catalyst of the purification device is completely warmed up by such control.

JP 2005-320911 A

  In the hybrid vehicle described above, when the warm-up of the catalyst inlet port of the purifier is completed but the warm-up of other parts is not completed, the required power is low when the amount of depression of the accelerator pedal is small. When it is smaller than the load limit, the operating point of the engine is changed according to the change in the required power. If the operating point of the engine is frequently changed when the catalyst is warmed up, there may be inconveniences such as difficulty in stabilizing combustion in the engine.

  The main purpose of the hybrid vehicle of the present invention is to suppress inconveniences such as difficulty in stabilizing combustion in an internal combustion engine when a warm-up request for the purification catalyst of the purification apparatus is made.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for purifying exhaust gas is attached to an exhaust system, an electric motor capable of outputting power for traveling, and two electric power exchangeable with the electric motor A hybrid vehicle comprising:
Traveling power setting means for setting traveling power required for traveling;
A first predetermined operation for warming up the purification catalyst is performed until a predetermined condition for determining that a part of the purification catalyst is activated when a request for warming up the purification catalyst is made. The internal combustion engine and the electric motor are controlled so as to travel with power based on the set traveling power while the internal combustion engine is continuously operated at the point, and after the predetermined condition is satisfied, the first predetermined The set travel while the internal combustion engine is continuously operated at the second predetermined operation point for warming up the purification catalyst, which is determined within a range in which the output from the internal combustion engine is larger than the operation point. A warm-up control means for controlling the internal combustion engine and the electric motor so as to travel with power based on power for power;
It is a summary to provide.

  In the hybrid vehicle of the present invention, when a request for warming up of the purification catalyst is made, until the predetermined condition for determining that a part of the purification catalyst is activated is satisfied, The internal combustion engine and the electric motor are controlled to travel with power based on the travel power required for travel while the internal combustion engine is continuously operated at the first predetermined operation point. After the predetermined condition is satisfied, the internal combustion engine continues at the second predetermined operation point for warming up the purification catalyst, which is determined within a range in which the output from the internal combustion engine is larger than the first predetermined operation point. Then, the internal combustion engine and the electric motor are controlled so as to travel with the power based on the traveling power while being operated. As a result, inconvenience (for example, combustion becomes difficult to be stabilized) due to the change of the operating point of the internal combustion engine in accordance with the change in the traveling power before and after the predetermined condition is satisfied. Etc.), the purification catalyst can be warmed up. Further, after the predetermined condition is satisfied, the vehicle can travel while outputting a larger power than the predetermined condition. Of course, it is possible to suppress the deterioration of the emission when the catalyst is warmed up. Here, the “predetermined condition” may be a condition in which the temperature of the purification catalyst is equal to or higher than a temperature at which a part of the purification catalyst is assumed to be activated. The “first predetermined operation point” includes an operation point for independent operation of the internal combustion engine.

  In such a hybrid vehicle of the present invention, a generator capable of generating electric power using the power from the internal combustion engine and exchanging electric power with the secondary battery, and charging the secondary battery based on the state of the secondary battery. Input limit setting means for setting an input limit that is the maximum allowable power, and the second predetermined operation point is such that the set input limit when the predetermined condition is satisfied is greatly limited. It is also possible that the driving point is determined based on the power determined to decrease and the predetermined constraint determined in advance. In the hybrid vehicle of the present invention, the second predetermined driving point is determined based on power determined to decrease as the vehicle speed decreases when the predetermined condition is satisfied, and a predetermined constraint. It can also be a driving point. In these, the “predetermined constraint” may be a constraint for efficiently operating the internal combustion engine as a constraint between the rotational speed and torque of the internal combustion engine.

  The hybrid vehicle of the present invention further includes output limit setting means for setting an output limit that is a maximum allowable power that can be discharged from the secondary battery based on a state of the secondary battery, and the warm-up control means includes: When the purification catalyst warm-up request is made, the set traveling power until the predetermined condition is satisfied is the power corresponding to the set output limit and the first predetermined operating point. When the internal combustion engine is operated, the power that is greater than the sum of the power output from the internal combustion engine and after the predetermined condition is satisfied, the set traveling power corresponds to the set output limit And the power output from the internal combustion engine when the internal combustion engine is operated at the second predetermined operating point. Means for controlling the internal combustion engine and the electric motor so that the power obtained by reducing the power corresponding to the set output limit is output from the internal combustion engine and travels with the set travel power. It can also be. In this way, when the traveling power is relatively large, the traveling power can be output while the deterioration of the emission is suppressed as compared with the case where the traveling power is output from the internal combustion engine.

  Furthermore, in the hybrid vehicle of the present invention, the warm-up control means gradually increases the operating point from the first predetermined operating point to the second predetermined operating point for the internal combustion engine after the predetermined condition is satisfied. It may be a means for controlling the vehicle so that the vehicle is operated at the second predetermined operation point after the operation point is changed and the operation point is changed to the second predetermined operation point. In this way, sudden changes in the operating point of the internal combustion engine can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. An example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is running while being operated in the warm-up operation state of the purification catalyst 134a. It is explanatory drawing shown. It is explanatory drawing which shows an example of the map for catalyst warm-up power setting. It is explanatory drawing which shows a mode that an example of the operation line for fuel consumption, and target rotational speed Ne * and target torque Te * are set. It is explanatory drawing which shows a mode that the target rotational speed Ne * and the target torque Te * are set when an example of the fuel consumption operation line and the traveling power Pdrv * are larger than the battery output possible power (k · Wout). The number of revolutions in the rotating element of the power distribution and integration mechanism 30 when the traveling power Pdrv is output from the engine 22 and when the power obtained by subtracting the battery output power (k · Wout) from the traveling power Pdrv is output from the engine 22 It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship with a torque. It is explanatory drawing which shows an example of the map for catalyst warm-up power setting of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire vehicle.

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

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The cam position for detecting the coolant temperature Tw from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) attached to the combustion chamber, the rotational position of the intake valve 128 for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve The cam position from the sensor 144, the throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the amount of intake air Qa from the air flow meter 148 attached to the intake pipe, and the temperature sensor also attached to the intake pipe 49, intake air temperature Tin, catalyst temperature Tc from a temperature sensor 134b that detects the temperature of a predetermined portion (for example, substantially the center) of the purification catalyst 134a, air-fuel ratio from the air-fuel ratio sensor 135a, oxygen from the oxygen sensor 135b A signal or the like is input through 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 configured as, for example, a lithium ion secondary battery, and 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, or calculates the calculated remaining capacity (SOC) and the battery temperature Tb. Based on this, the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout. The input limit Win set in this way is more limited as the battery temperature Tb is lower in a region where the battery temperature Tb is equal to or lower than a predetermined temperature Tbref (for example, 0 ° C. or minus 10 ° C.) (the absolute value becomes smaller). In addition, the larger the remaining capacity (SOC) is in a region where the remaining capacity (SOC) is greater than or equal to a predetermined value Shi (for example, 60%), the larger the remaining capacity (SOC), the higher the remaining capacity (SOC). The lower the temperature Tb, the larger the limit, and the smaller the remaining capacity (SOC) in the region where the remaining capacity (SOC) is equal to or less than a predetermined value Slo (for example, 40%).

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when warming up the purification catalyst 13a of the purification device 134 will be described. FIG. 5 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, input / output limits Win and Wout of the battery 50, catalyst temperature Tc, and a catalyst warm-up request flag Fc indicating whether or not a warm-up request for the purification catalyst 134a has been made are 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 input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. Further, the catalyst temperature Tc detected by the temperature sensor 134b is input from the engine ECU 24 by communication. The catalyst warm-up request flag Fc is lower than the activation temperature Tcact (for example, 400 ° C., 420 ° C., 450 ° C., etc.) where the catalyst temperature Tc from the temperature sensor 134b is assumed to activate the entire purification catalyst 134a. The value 1 is sometimes set, and when the catalyst temperature Tc from the temperature sensor 134b is equal to or higher than the activation temperature Tcact, the value 0 is set by communication from the engine ECU 24.

  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 travel power Pdrv * are set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The traveling power Pdrv * can be calculated by adding the loss Los as a loss to the product of the set required torque Tr * and the rotational speed Nr of the ring gear shaft 32a. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the value of the catalyst warm-up request flag Fc is checked (step S120), and when the catalyst warm-up request flag Fc is 1, it is determined that the warm-up request for the purification catalyst 134a has been made, and the catalyst temperature Tc is set to the threshold value. Compare with Tcref (step S130). Here, the threshold value Tcref is a threshold value used for determining whether or not a part of the purification catalyst 134a is activated. For example, 180 ° C, 200 ° C, 220 ° C, or the like can be used. In general, the purification catalyst 134a is more likely to be activated at the upstream side than at the downstream side, because the temperature is likely to increase. Therefore, in the embodiment, when it is assumed that a part of the purification catalyst 134a (for example, a portion around the upstream end face) is activated (below the activation temperature Tcact), the temperature sensor 134b The detected catalyst temperature Tc was determined as the threshold value Tcref.

  When the catalyst temperature Tc is lower than the threshold value Tcref, the traveling power Pdrv * is compared with the battery output possible power (k · Wout) converted into power by multiplying the output limit Wout of the battery 50 by the conversion coefficient k (step S140). When the traveling power Pdrv * is equal to or less than the battery output power (k · Wout), the rotational speed Ne1 and the torque Te1 as the operation point for warming up the purification catalyst 134a (hereinafter referred to as the first predetermined operation point) are obtained. The target rotational speed Ne * and target torque Te * of the engine 22 are set (step S150). Here, the first predetermined operation point can be determined within the range of the purification capability of the purification catalyst 134a when the catalyst temperature Tc is lower than the threshold value Tcref. For example, the rotation speed Ne1 is set when the engine 22 is operated. A lower limit value (for example, 1000 rpm, 1200 rpm, 1300 rpm) or a slightly larger value can be used, and a value of 0 or a slightly larger value can be used as the torque Te1. Since the battery output possible power (k · Wout) corresponds to the upper limit of the travelable output power when no power is output from the engine 22, the process of step S140 has operated the engine 22 at the first predetermined operating point. When the output power from the engine 22 at this time is regarded as an approximate value 0, it is a process for determining whether or not the vehicle can travel with the traveling power Pdrv * while operating the engine 22 at the first predetermined operation point. Can be considered. In the process of step S140, instead of comparing the traveling power Pdrv * with the battery output possible power (k · Wout), the traveling power Pdrv * is compared with the battery output possible power (k · Wout) and the power (Ne1). -It is good also as what compares with the power (k * Wout + Ne1 * Te1) of the sum with Te1).

  Subsequently, using the set target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, the motor MG1 is expressed by the following equation (1). Is calculated based on the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the gear ratio ρ of the power distribution and integration mechanism 30. The torque command Tm1 * of the motor MG1 is calculated by 2) (step S250). Expression (1) is a dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30. An example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is running while being operated in the warm-up operation state of the purification catalyst 134a. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (1) can be easily derived by using this alignment chart. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term. Since the torque Te1 at the first predetermined operation point is a small value (for example, a value of 0, etc.), when the engine 22 is operated at the rotational speed Ne1, the torque command Tm1 * of the motor MG1 is set to a value having a small absolute value. Will be. In the nomograph of FIG. 7, some arrows are exaggerated for the purpose of illustration.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1tmp = -ρ ・ Te * / (1 + ρ) + k1 ・ (Nm1 * -Nm1) + k2 ・ ∫ (Nm1 * -Nm1) dt (2)

  Then, the torque command Tm1 * set as the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain the torque to be output from the motor MG2. A temporary torque Tm2tmp, which is a temporary value, is calculated by the following equation (3) (step S260), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the current rotational speed Nm1 of the motor MG1. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by the number of revolutions Nm2 of the motor MG2 ) And formula (5) (step S270), and the set temporary torque Tm2tmp is torque limited by formula (6). M2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S280). Here, Expression (3) can be easily derived from the alignment chart of FIG. By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Here, considering that the torque Te1 at the first predetermined operation point is small and the magnitude of the torque command Tm1 * of the motor MG1 is also small, if the torque command Tm1 * is 0, the temporary motor torque Tm2tmp has the required torque Tr A value obtained by dividing * by the gear ratio Gr of the reduction gear 35 is set. Then, considering that the traveling power Pdrv * is equal to or less than the battery output possible power (k · Wout), the torque command Tm2 * of the motor MG2 includes the temporary motor torque Tm2tmp, that is, the required torque Tr * of the reduction gear 35. A value divided by the gear ratio Gr is set.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  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. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S290), and the drive control routine is terminated. 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. At this time, in order to further promote the warming-up of the purification catalyst 134a, the ignition timing of the engine 22 is slower than the ignition timing for efficiently operating the engine 22 (hereinafter referred to as fuel efficiency ignition timing). An ignition timing suitable for catalyst warm-up (hereinafter referred to as catalyst warm-up ignition timing) was used. 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. As described above, when the engine 22 is continuously operated at the first predetermined operation point (the rotational speed Ne1 and the torque Te1), the operation point of the engine 22 changes in accordance with the change in the travel power Pdrv * ( For example, the purification catalyst 134a can be warmed up while suppressing combustion of the engine 22 and the like. Of course, the deterioration of the mission when the catalyst is warmed up can be suppressed.

  When the catalyst temperature Tc is equal to or higher than the threshold value Tcref in step S130, it is determined that a part of the purification catalyst 134a (for example, a portion around the upstream end face) is activated, and the value 0 is set as an initial value. At the same time, the value of the catalyst warm-up power setting flag Fset, which is set to 1 when a catalyst warm-up power Pset, which will be described later, is set (step S160). If the catalyst warm-up power setting flag Fset is 0, the battery 50 The catalyst warm-up power Pset for warming up the purification catalyst 134a is set based on the input limit Win (step S170), and a value 1 is set in the catalyst warm-up power setting flag Fset (step S175). Here, the catalyst warm-up power Pset is a power used for setting the operating point of the engine 22 when the warm-up request of the purification catalyst 134a is made and the catalyst temperature Tc is equal to or higher than the threshold value Tcref, and the purification catalyst 134a at this time And within a range where the output from the engine 22 is larger than the first predetermined operating point (the rotational speed Ne1 and the torque Te1). In this embodiment, the catalyst warm-up power Pset is a relationship between the input limit Win of the battery 50 when the catalyst temperature Tc reaches the threshold value Tcref (hereinafter referred to as the input limit Winset when the condition is satisfied) and the catalyst warm-up power Pset. Is previously stored in the ROM 74 as a catalyst warm-up power setting map, and when the input limit Win of the battery 50 is given, the corresponding catalyst warm-up power Pset is derived and set from the stored map. An example of the catalyst warm-up power setting map is shown in FIG. As shown in the figure, the catalyst warm-up power Pset is set such that the catalyst warm-up power Pset tends to decrease as the absolute value of the input restriction Winset when the condition is satisfied decreases (is greatly limited). This is because excessive power to the battery 50 is suppressed from being input and deterioration of the battery 50 is suppressed.

  When the processing of steps S170 and S175 is executed, or when it is determined in step S160 that the catalyst warm-up power setting flag Fset is a value 1, the travel power Pdrv * is set to the battery output power (k · Wout) and the catalyst. The power is compared with the sum of the warm-up power Pset (k · Wout + Pset) (step S180). This process is a process for determining whether or not it is possible to travel with the traveling power Pdrv * while operating the engine 22 so that the catalyst warm-up power Pset is output from the engine 22.

  When the traveling power Pdrv * is less than or equal to the sum of the battery output power (k · Wout) and the catalyst warm-up power Pset, the catalyst warm-up power Pset is set as the required power Pe * to be output from the engine 22 (step) S190), the rotational speed and torque obtained by using the operation line (hereinafter referred to as fuel efficiency operation line) for efficiently operating the engine 22 and the required power Pe * as a restriction between the rotational speed Ne of the engine 22 and the torque Te. Is set as the target rotational speed Ne * and target torque Te * of the engine 22 (step S200), and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are used using the set target rotational speed Ne * and target torque Te *. Is set by the processing in steps S250 to S280 described above, and the target rotational speed Ne * of the engine 22 is set. The engine ECU24 for target torque Te *, the torque command Tm1 * of the motor MG1, MG2, and sends each motor ECU40 for Tm2 * (step S290), and terminates this routine. FIG. 9 shows an example of the fuel efficiency operation line and how the target rotational speed Ne * and the target torque Te * are set. In FIG. 9, the first predetermined operation point (the rotational speed Ne1 and the torque Te1) is also shown for reference. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the fuel efficiency operation line and the required power Pe * with a constant curve. be able to. Since the operating point consisting of the rotational speed Ne2 and the torque Te2 is set based on the catalyst warm-up power Pset, it does not change even when the traveling power Pdrv * changes, that is, is constant. Hereinafter, this operation point is referred to as a second predetermined operation point. In the embodiment, the ignition timing of the engine 22 is gradually advanced from the catalyst warm-up ignition timing to the fuel consumption ignition timing after the catalyst temperature Tc becomes equal to or higher than the threshold Tcref. After that time, it was decided to keep that time. As described above, when the engine 22 is continuously operated at the second predetermined operation point (the rotational speed Ne2 and the torque Te2), the operation point of the engine 22 changes in accordance with the change in the travel power Pdrv * ( For example, the purification catalyst 134a can be warmed up while suppressing combustion of the engine 22 and the like. Further, at this time, the vehicle can travel while outputting a larger power than the engine temperature Tc is lower than the threshold value Tcref. In general, the engine 22 has a higher output efficiency in a low output region (including zero output, that is, in a self-sustained operation), so that the operation efficiency is higher. It can be said that the operation efficiency of 22 can be improved. Furthermore, the energy efficiency of the engine 22 can be further improved by making the ignition timing of the engine 22 earlier than the ignition timing for catalyst warm-up. Of course, the deterioration of the mission when the catalyst is warmed up can be suppressed.

  When the travel power Pdrv * is larger than the battery output possible power (k · Wout) in step S140, or the travel power Pdrv * is obtained from the sum of the battery output possible power (k · Wout) and the catalyst warm-up power Pset in S180. When the power is large, the power obtained by subtracting the battery output power (k · Wout) from the travel power Pdrv * (hereinafter referred to as differential power) is set as the required power Pe * to be output from the engine 22 (step S210). The engine speed and torque obtained using the fuel efficiency operation line and the required power Pe * are set as the target engine speed Ne * and target torque Te * of the engine 22 (step S220), and the set target engine speed is set. Torque command Tm of motors MG1 and MG2 using Ne * and target torque Te * *, Tm2 * are set by the processing in steps S250 to S280 described above, the target engine speed Ne * and the target torque Te * of the engine 22 are set to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set. Each is transmitted to the motor ECU 40 (step S290), and this routine is finished. FIG. 10 shows an example of the fuel efficiency operation line and how the target rotational speed Ne * and the target torque Te * are set in this case. In the figure, two dashed curves show a curve in which the required power Pe * is constant when the required power Pe * is the traveling power Pdrv * (comparative example) and the required power Pe * is the differential power (Pdrv * −k). The required power Pe * in (Example) when Wout) is a constant curve. In this case, the target rotational speed Ne * and the target torque Te * can be obtained as the rotational speed Ne3 and the torque Te3 as shown in the figure. When the traveling power Pdrv * is output from the engine 22 (comparative example) and when the differential power (Pdrv * −k · Wout) is output from the engine 22, the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 A collinear diagram showing the dynamic relationship is shown in FIG. In the figure, the broken line is a collinear diagram when the traveling power Pdrv * is output from the engine 22, and the solid line is a collinear diagram when the differential power (Pdrv * −k · Wout) is output from the engine 22. As shown in FIGS. 10 and 11, when the differential power (Pdrv * −k · Wout) is output from the engine 22, the rotational speed of the engine 22 is greater than when the traveling power Pdrv * is output from the engine 22. Both Ne and torque Te become small. As a result, when the differential power (Pdrv * −k · Wout) is output from the engine 22, it is possible to suppress the deterioration of the emission compared to when the traveling power Pdrv * is output from the engine 22. The differential power (Pdrv * −k · Wout) is set as the required power Pe * to be output from the engine 22 and controlled to travel with the traveling power Pdrv * within the range of the input / output limits Win and Wout of the battery 50. Then, since the battery output power (k · Wout) can be output from the battery 50, the limit by the torque limits Tm2min and Tm2max set in step S270, that is, the limit by the input / output limits Win and Wout of the battery 50 is The temporary motor torque Tm2tmp is set to the torque command Tm2 * of the motor MG2, and as a result, the vehicle can travel with the traveling power Pdrv *. That is, in the embodiment, when the traveling power Pdrv * is larger than the battery output possible power (k · Wout), the power obtained by subtracting the battery output possible power (k · Wout) from the traveling power Pdrv * is obtained from the engine 22. By setting and controlling as the required power Pe * to be output, the power Pdrv * for traveling is controlled while suppressing the deterioration of the emission, compared with the case where the power Pdrv * for traveling is set and controlled as the required power Pe *. Can be output and run.

  When the catalyst warm-up request flag Fc is 0 in step S120, it is determined that the warm-up request for the purification catalyst 134a has not been made, and the battery 50 set based on the remaining capacity (SOC) of the battery 50 is charged / discharged. The power obtained by subtracting the charge / discharge required power Pb * (the positive value when discharged from the battery 50) from the travel power Pdrv * is set as the required power Pe * (step S230). The rotation speed and torque obtained using the set required power Pe * and the fuel consumption operation line are set as the target rotation speed Ne * and the target torque Te * of the engine 22 (step S240), and the set target rotation speed Ne. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 using * and the target torque Te * are described above in steps S250-S. The target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S290). ), And finishes the drive control routine. Now, assuming that the charge / discharge required power Pb * is 0, the travel power Pdrv * is set as the required power Pe *, and the target rotation speed Ne * and the target torque Te * are illustrated in FIG. The rotation speed Ne4 and the torque Te4 to be set are set, and the operation is as shown in the nomograph of the broken line in FIG. In this case, the ignition timing for fuel consumption described above is used as the ignition timing of the engine 22.

  According to the hybrid vehicle 20 of the embodiment described above, when the warming-up request for the purification catalyst 134a is made, and the catalyst temperature Tc is lower than the threshold value Tcref, the first predetermined operation point for warming up the purification catalyst 134a. The engine 22 and the motors MG1 and MG2 are controlled so that the engine 22 and the motors MG1 and MG2 run with power based on the running power Pdrv * while continuously operating the engine 22 at (the rotational speed Ne1 and the torque Te1), and the catalyst temperature Tc is equal to or higher than the threshold Tcref. Sometimes, the engine 22 is operated at a second predetermined operation point (rotation speed Ne2 and torque Te2) for warming up the purification catalyst 134a determined within a range in which the output from the engine 22 becomes larger than the first predetermined operation point. While driving continuously, the vehicle should be driven with power based on the driving power Pdrv *. By controlling the gin 22 and the motors MG1 and MG2, the engine 22 is operated according to the traveling power Pdrv * when the catalyst temperature Tc is lower than the threshold value Tcref and when the catalyst temperature Tc is equal to or higher than the threshold value Tcref. The purification catalyst 134a can be warmed up while suppressing inconvenience (for example, it becomes difficult to stabilize the combustion of the engine 22) due to the change of the point. Moreover, when the warming-up request for the purification catalyst 134a is made and the catalyst temperature Tc is equal to or higher than the threshold value Tcref, the engine 22 can travel while outputting a larger power than when the catalyst temperature Tc is lower than the threshold value Tcref. . Of course, it is possible to suppress the deterioration of the emission when the catalyst is warmed up.

  Further, according to the hybrid vehicle 20 of the embodiment, when the warm-up request for the purification catalyst 134a is made, the travel power Pdrv * is less than the battery output power (k · Wout) when the catalyst temperature Tc is less than the threshold value Tcref. When the temperature is higher, or when the catalyst temperature Tc is equal to or higher than the threshold Tcref and the traveling power Pdrv * is greater than the sum of the battery output power (k · Wout) and the catalyst warm-up power Pset (k · Wout + Pset), The power obtained by subtracting the battery output power (k · Wout) from Pdrv * is set as the required power Pe * to be output from the engine 22, and the required power Pe * is output from the engine 22 and the traveling power Pdrv * is output. The engine 22 and the motors MG1, MG2 By, as compared with the controls by setting the travel power Pdrv * as power demand Pe *, can travel by outputting travel power Pdrv * while suppressing the deterioration of emission.

  In the hybrid vehicle 20 of the embodiment, a part of the purification catalyst 134a (for example, around the end face on the upstream side is compared by comparing the catalyst temperature Tc from the temperature sensor 134b that detects the temperature of the purification catalyst 134a of the purification device 134 with the threshold value Tcref. However, the temperature sensor 134b is not provided, the integrated value of the cooling water temperature Tw from the water temperature sensor 142, the intake air amount Qa from the air flow meter 148, and the temperature sensor are determined. The temperature of the purification catalyst 134a may be estimated based on the intake air temperature Tin from 149 and the like, and it may be determined whether or not a part of the purification catalyst 134a is activated using the estimated temperature. Further, the cooling water temperature Tw from the water temperature sensor 142, the integrated value of the intake air amount Qa from the air flow meter 148, the intake air temperature Tin from the temperature sensor 149, etc. are directly used, that is, the temperature of the purification catalyst 134a is not estimated. In addition, it may be determined whether a part of the purification catalyst 134a is activated.

  In the hybrid vehicle 20 of the embodiment, the catalyst warm-up power Pset is set based on the input limit Winset when the condition is satisfied, which is the input limit Win of the battery 50 when the catalyst temperature Tc reaches the threshold value Tcref or higher. As long as the output from the engine 22 is larger than the first predetermined operating point, it may be determined for warming up the purification catalyst 134a. In addition to or instead of the input restriction Winset when the condition is satisfied, Other parameters, for example, the vehicle speed Vset that is the vehicle speed V when the catalyst temperature Tc reaches the threshold value Tcref or the condition that is the accelerator opening Acc when the catalyst temperature Tc reaches the threshold value Tcref or more Conditions that are the required torque Tr * when the accelerator opening Accset and the catalyst temperature Tc reach the threshold value Tcref or higher. The required torque Trset at the time of standing, the driving power Pdrv * when the condition is satisfied, which is the driving power Pdrv * when the catalyst temperature Tc exceeds the threshold Tcref, and the brake pedal position BP when the catalyst temperature Tc reaches the threshold Tcref or more. It may be determined based on the brake pedal position BPset when a certain condition is satisfied. For example, when the catalyst warm-up power Pset is set based on the vehicle speed Vset when the condition is satisfied, the catalyst warm-up power setting map illustrated in FIG. 12, specifically, the lower the vehicle speed Vset when the condition is satisfied, the lower the catalyst warm-up power Pset is. The catalyst warm-up power Pset may be set by applying the vehicle speed Vset when the condition is satisfied to a map that is set to tend to decrease the engine power Pset. Here, the tendency of the map shown in FIG. 12 is that the traveling power Pdrv * during catalyst warm-up tends to become smaller as the vehicle speed Vset when the condition is satisfied is lower. This is to prevent excessive power from being output from the engine 22 as compared with the above. Similarly, when the catalyst warm-up power Pset is set based on the accelerator opening Accset when the condition is satisfied, the required torque Trset when the condition is satisfied, and the traveling power Pdrvset when the condition is satisfied, the accelerator opening Accset when the condition is satisfied and the condition is satisfied The vehicle speed Vset when the condition is satisfied may be set so that the smaller the required torque Trset and the traveling power Pdrvset when the condition is satisfied, or the catalyst warm-up power Pset is set based on the brake pedal position BPset when the condition is satisfied Therefore, the catalyst warm-up power Pset may be set so as to decrease as the brake pedal position BPset when the condition is satisfied increases. When the catalyst warm-up power Pset is set based on a plurality of parameters, the minimum value among the temporary values of the catalyst warm-up power Pset set for each parameter is set as the catalyst warm-up power Pset. It is good. Further, a fixed value may be used as the catalyst warm-up power Pset.

  In the hybrid vehicle 20 of the embodiment, when the catalyst temperature Tc reaches or exceeds the threshold value Tcref, the operating point of the engine 22 is changed from the first predetermined operating point (the rotational speed Ne1 and the torque Te1) to the second predetermined operating point (the rotational speed Ne2). However, after the catalyst temperature Tc reaches the threshold value Tcref or more, the operating point of the engine 22 is gradually changed from the first predetermined operating point to the second predetermined operating point, and the operating point of the engine 22 is changed. After changing to the second predetermined operating point, the second predetermined point may be held. In this way, sudden changes in the operating point of the engine 22 can be suppressed. In this case, the operating point of the engine 22 is gradually changed from the first predetermined operating point to the second predetermined operating point as time elapses after the catalyst temperature Tc reaches the threshold value Tcref or higher, and the operating point of the engine 22 is set to the second predetermined operating point. After changing to the operating point, the second predetermined point may be maintained, or the operating point of the engine 22 is increased from the first predetermined operating point as the catalyst temperature Tc rises after the catalyst temperature Tc reaches the threshold value Tcref or higher. 2 and after the operation point of the engine 22 has changed to the second predetermined operation point (the catalyst temperature Tc has reached the threshold value Tcref2 higher than the threshold value Tcref and lower than the activation temperature Tcact). It is good also as what holds a point. When the operating point of the engine 22 is gradually changed from the first predetermined operating point to the second predetermined operating point, the required power Pe * to be output from the engine 22 is changed from the first power (Ne1 · Te1) to the catalyst warming. It is good also as what changes gradually to machine power Pset (= Ne2 * Te2).

  In the hybrid vehicle 20 of the embodiment, when the warm-up request for the purification catalyst 134a is made, and the catalyst temperature Tc is equal to or higher than the threshold value Tcref, the ignition timing of the engine 22 is changed from the catalyst warm-up ignition timing to the fuel consumption ignition timing. However, it is also possible to maintain the ignition timing for catalyst warm-up.

  In the hybrid vehicle 20 of the embodiment, when the warming-up request for the purification catalyst 134a is made and the catalyst temperature Tc is lower than the threshold value Tcref, the driving power Pdrv * is equal to or lower than the battery output possible power (k · Wout). 1 When the engine 22 and the motors MG1 and MG2 are controlled so as to travel with the traveling power Pdrv * while operating the engine 22 at a predetermined operating point, and when the traveling power Pdrv * is greater than the battery output possible power (k · Wout) The power obtained by subtracting the battery output power (k · Wout) from the travel power Pdrv * is set as the required power Pe * to be output from the engine 22, and the engine 22 is operated with the travel power Pdrv *. Engine 22 and motors MG1, MG2 However, regardless of whether or not the traveling power Pdrv * is equal to or lower than the battery output possible power (k · Wout), the traveling power Pdrv * while operating the engine 22 at the first predetermined operating point. The engine 22 and the motors MG1, MG2 may be controlled so as to travel with power based on the above. In this case, the sum of the power (k · Wout) of the output power from the engine 22 when the engine 22 is operated at the first predetermined operating point (for example, the approximate value 0) and the battery output possible power (k · Wout). Wout + Ne1 · Te1) is output with the power limited by the traveling power Pdrv *. Similarly, in the hybrid vehicle 20 of the embodiment, when the warm-up request for the purification catalyst 134a is made and the catalyst temperature Tc is equal to or higher than the threshold value Tcref, the traveling power Pdrv * is the battery output power (k · Wout) and the catalyst. When the sum of the warm-up power Pset and the power (k · Wout + Ne1 · Te1) is equal to or lower, the engine 22 and the motors MG1 and MG2 are operated so as to run with the running power Pdrv * while operating the engine 22 at the second predetermined operating point. When the driving power Pdrv * is greater than the power (k · Wout + Ne1 · Te1), a request to output from the engine 22 the power obtained by subtracting the battery output power (k · Wout) from the driving power Pdrv *. Set the power Pe * and run the engine 22 The engine 22 and the motors MG1, MG2 are controlled so as to travel with the traveling power Pdrv *. However, the second predetermined value is used regardless of whether the traveling power Pdrv * is equal to or lower than the power (k · Wout + Pset). The engine 22 and the motors MG1 and MG2 may be controlled so as to travel with power based on the traveling power Pdrv * while operating the engine 22 at the operating point. In this case, the vehicle travels by outputting a power obtained by limiting the power Pdrv * for traveling with the power (k · Wout + Pset).

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 13) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 14 is output to the ring gear shaft 32a, but as illustrated in the hybrid vehicle 220 of the modified example of FIG. 14, the motor MG is connected to the drive shaft connected to the drive wheels 63a and 63b via the transmission 230. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 229, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230, and from the motor MG. This power may be output to the drive shaft via the transmission 230. Further, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 15, the power from the engine 22 is output to the axle connected to the drive wheels 63a and 63b via the transmission 330 and the power from the motor MG is driven. It may be output to an axle different from the axle to which the wheels 63a and 63b are connected (the axle connected to the wheels 64a and 64b in FIG. 15). In other words, any type of hybrid vehicle may be used as long as it has an internal combustion engine that outputs driving power and an electric motor that outputs driving power.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 having the purification device 134 having the purification catalyst 134a attached to the exhaust system corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, and the battery 50 corresponds to the “secondary battery”. Then, the required torque Tr * is set based on the accelerator opening degree Acc and the vehicle speed V, and the value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a is added with a loss Los as loss. Whether the hybrid electronic control unit 70 that executes the process of step S110 of the drive control routine of FIG. 5 for setting the travel power Pdrv corresponds to the “travel power setting means”, and is the warm-up request for the purification catalyst 134a made? When the catalyst warm-up request flag Fc indicating NO is 1 and the catalyst temperature Tc is less than the threshold value Tcref, the purification catalyst 1 The engine speed Ne1 and the torque Te1 as the first predetermined operation point for warm-up 4a are set to the target engine speed Ne * and the target torque Te * of the engine 22, and the engine 22 is continuously operated at the operation point. Torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so as to travel with power based on the traveling power Pdrv * and transmitted to the engine ECU 24 and the motor ECU 40. When the catalyst temperature Tc is equal to or higher than the threshold value Tcref, the first predetermined value is set. The rotation speed Ne2 and the torque Te2 as the second predetermined operation point for warming up the purification catalyst 134a determined within a range in which the output from the engine 22 is larger than the operation point are used as the target rotation speed Ne * of the engine 22. And the target torque Te * and the engine 22 at the operating point. Steps of the drive control routine of FIG. 5 for setting the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 so as to travel with the power based on the traveling power Pdrv * while continuously driving and transmitting them to the engine ECU 24 and the motor ECU 40 The hybrid electronic control unit 70 that executes the processing after S120, the engine ECU 24 that receives the target rotational speed Ne * and the target torque Te * and controls the engine 22, and the motor that receives the torque commands Tm1 * and Tm2 *. The motor ECU 40 that drives and controls MG1 and MG2 corresponds to “warm-up control means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. Any type of internal combustion engine may be used as long as the purification device having the purification catalyst is attached to the exhaust system. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can output power for traveling, such as an induction motor. The “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and can exchange electric power with an electric motor such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of secondary battery may be used. As the “traveling power setting means”, the required torque Tr * is set based on the accelerator opening Acc and the vehicle speed V, and the set required torque Tr * is multiplied by the rotational speed Nr of the ring gear shaft 32a as a loss. The travel power Pdrv is not limited to the value obtained by adding the loss Loss, but the required torque is set based only on the accelerator opening Acc and the travel power is set based on the required torque. If the travel route is set in advance, the required torque is set based on the travel position on the travel route and the travel power is set based on the required torque. Any power supply can be used as long as the power is set. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, when the catalyst warm-up request flag Fc indicating whether or not the warm-up request for the purification catalyst 134a has been made is a value 1, and the catalyst temperature Tc is less than the threshold value Tcref, the purification catalyst 134a. The engine 22 and the motors MG1 and MG2 are controlled so as to travel with power based on the traveling power Pdrv * while continuously operating the engine 22 at the first predetermined operating point for warm-up (rotation speed Ne1 and torque Te1). When the catalyst temperature Tc is equal to or higher than the threshold value Tcref, the second predetermined operation point for warming up the purification catalyst 134a (rotation) determined within a range in which the output from the engine 22 is larger than the first predetermined operation point. With the power based on the traveling power Pdrv * while continuously operating the engine 22 with the number Ne2 and the torque Te2) It is not limited to controlling the engine 22 and the motors MG1, MG2 so as to travel, and it is determined that a part of the purification catalyst is activated when a warm-up request for the purification catalyst is made. The internal combustion engine and the electric motor are controlled so as to travel with the power based on the traveling power while the internal combustion engine is continuously operated at the first predetermined operating point for warming up the purification catalyst until the predetermined condition for the purification catalyst is satisfied. After the predetermined condition is satisfied, the internal combustion engine continues at the second predetermined operation point for warming up the purification catalyst, which is determined within a range in which the output from the internal combustion engine is larger than the first predetermined operation point. As long as the internal combustion engine and the electric motor are controlled so as to travel with the power based on the traveling power while being operated, any configuration may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. 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.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 Ring gear, 32a Ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 for battery Electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU 74 ROM, 76 RAM, 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 134a Purification catalyst, 134b Temperature sensor, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor 142 Water temperature sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter 149 Temperature sensor, 150 Variable valve timing mechanism, 229 Clutch, 230, 330 Transmission, MG, MG1, MG2 motor.

Claims (8)

An internal combustion engine in which a purification device capable of outputting power for traveling and having a purification catalyst for purifying exhaust gas is attached to an exhaust system, an electric motor capable of outputting power for traveling, and two electric power exchangeable with the electric motor A hybrid vehicle comprising:
Traveling power setting means for setting traveling power required for traveling;
A first predetermined operation for warming up the purification catalyst is performed until a predetermined condition for determining that a part of the purification catalyst is activated when a request for warming up the purification catalyst is made. controls by the Hare before Symbol motor travels by power based on the set travel power controls the internal combustion engine is operated continuously so that the internal combustion engine at a point, after the predetermined condition is satisfied Is a second predetermined operating point for warming up the purification catalyst, which is determined within a range in which the output from the internal combustion engine is larger than the first predetermined operating point regardless of the set driving power. in the warm-up control means for controlling by the Hare before Symbol motor travels by power based on the set travel power controls the so that the internal combustion engine the internal combustion engine is operated continuously
A hybrid car with   An internal combustion engine;
  A purification device for purifying the exhaust gas of the internal combustion engine;
  An electric motor capable of outputting power for traveling;
  A secondary battery capable of exchanging electric power with the electric motor;
  Traveling power setting means for setting traveling power required for traveling;
  A hybrid vehicle comprising:
  During the warming up of the exhaust gas upstream of the purification device, the internal combustion engine is operated at a first operating power, and after the warming up of the purification device upstream of the exhaust gas and in the downstream of the exhaust gas. During operation, the internal combustion engine is operated with a second operating power that is greater than the first operating power regardless of the traveling power.
  A hybrid vehicle characterized by that.   The hybrid vehicle according to claim 2,
  Driving the electric motor based on the traveling power, and traveling while the purifier is warming up,
  A hybrid vehicle characterized by that.   The hybrid vehicle according to claim 2 or 3,
  The ignition timing of the internal combustion engine at the first operating power is more retarded than the ignition timing of the internal combustion engine at the second operating power.
  A hybrid vehicle characterized by that.   In the hybrid vehicle according to any one of claims 2 to 4,
  After warming up the upstream side of the exhaust of the purification device, gradually change from the first operating power to the second operating power;
  A hybrid vehicle characterized by that.   In the hybrid vehicle according to any one of claims 2 to 5,
  After warming up the exhaust gas downstream of the exhaust gas, the internal combustion engine is operated based on the traveling power.
  A hybrid vehicle characterized by that.   In the hybrid vehicle according to any one of claims 2 to 6,
  When the traveling power is greater than the sum of the operating power of the internal combustion engine during warm-up of the purifier and the output power of the electric motor, the internal combustion engine is operated based on the traveling power. ,
  A hybrid vehicle characterized by that.   In the hybrid vehicle according to any one of claims 2 to 7,
  Setting the second operating power to tend to be smaller as the limit of the rechargeable power of the secondary battery is larger,
  A hybrid vehicle characterized by that.

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