JP5621492B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control for warming up a catalyst for purifying exhaust of a vehicle engine.

  In order to purify engine exhaust, a catalyst device such as a three-way catalyst is provided in the exhaust path of the engine. In order for such a catalyst device for a vehicle to exhibit a good exhaust purification function, it is conventionally known that the catalyst device needs to be heated to a certain level or higher. Therefore, in a vehicle drive device including an engine, an electric motor, and a catalyst device, a control device for a vehicle drive device that adjusts the engine output to warm up the catalyst device when the engine is cold started is well known. It has been. For example, this is the control device for a hybrid vehicle disclosed in Patent Document 1. The control device of Patent Document 1 maintains the engine output at a predetermined warm-up output until the catalyst device reaches a predetermined warm-up state. Then, after the catalyst device reaches a predetermined warm-up state, the engine output is increased according to the driver's request after imposing a predetermined limit on the engine output increasing speed.

JP 2002-130030 A JP 2005-320911 A

  The control device of Patent Document 1 imposes a predetermined limit on the engine output increasing speed after the catalyst device reaches a predetermined warm-up state, so that the operating state of the engine at the end of the warm-up of the catalyst device is reduced. Although it is intended to prevent large disturbances, it is not yet sufficient, and it was thought that emissions could deteriorate due to engine output fluctuations based on driver requirements. Such a problem is not yet known.

The present invention has been made against the background of the above circumstances. The object of the present invention is to provide a vehicle drive device including an engine, a motor for traveling, and a catalyst device, at the end of warm-up of the catalyst device. An object of the present invention is to provide a control device for a hybrid vehicle that can suppress engine output fluctuation and reduce emission deterioration.

To achieve the above object, the gist of the present invention is as follows: (a) an engine, a travel motor that outputs power for travel, and a catalyst that is provided in the exhaust system of the engine and purifies the exhaust of the engine In a hybrid vehicle control device comprising: a device; and means for setting a user required power required for the vehicle, (b) the control device is configured to warm up the exhaust gas upstream of the catalyst device during the warm-up. The engine is operated at the first operating power, and after warming up the upstream side of the catalytic device, during the warming up of the entire catalytic device, the engine operating power is larger than the first operating power regardless of the power required by the user. And (c) after the warming-up of the entire catalyst device is completed, on the condition that the user-requested power is smaller than a predetermined value. Exit control In the Rukoto.

In this way, if the engine output restriction in the catalyst warm-up control is canceled based only on the temperature of the catalyst device, the instantaneous power is output according to the user request power or the engine request power at the time of the release. Where the engine output may increase (temporarily), the control device operates the engine at a first operating power during warm-up upstream of the exhaust of the catalyst device, and the catalyst device Catalyst warm-up control for operating the engine with a second operating power larger than the first operating power, regardless of the user-requested power, during the warming-up of the entire catalyst device after the upstream warming-up And the catalyst warm-up control is terminated on condition that the user-requested power is smaller than a predetermined value after the warm-up of the entire catalyst device is completed. As a result, the engine output is limited so that a predetermined warm-up drive state is achieved without relying on the user-requested power. Therefore, when the engine output limit is released (at the end of the catalyst warm-up control), instantaneously Even if the engine output increases, the fluctuation range of the engine output can be suppressed to some extent. Therefore, temporary fluctuations in the engine output at the time of releasing the engine output restriction, that is, at the end of the catalyst warm-up control, can be suppressed, and deterioration of emissions can be reduced. Emissions refer to vehicle emissions. Deterioration of emissions refers to harmful substances such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOX) contained in the emissions. The proportion is to be high. In addition, a reduction in the proportion of harmful substances contained in the exhaust gas is called emission improvement. The user-requested power is an output requested by the driver for driving the vehicle, but is required by the entire vehicle system in consideration of the load required by the auxiliary equipment such as an air conditioner in addition to the output requested by the driver for driving the vehicle. Even output is acceptable.

  Here, preferably, (a) the warm-up drive state is a state in which the engine is driven with a target of a warm-up engine output that is a predetermined constant value for warming up the catalyst device. (B) In the catalyst warm-up control, the engine output is limited by driving the engine so that the engine output is maintained at the warm-up engine output. In this way, even if the ability to purify the exhaust of the engine before the completion of warming-up of the catalyst device is not sufficiently increased, the engine output is maintained substantially constant, so that the engine is supplied from the engine to the catalyst device. The ratio of the harmful substance in the exhaust gas becomes low, and it is possible to sufficiently purify and exhaust the engine exhaust during the execution of the catalyst warm-up control. Although the warm-up engine output is a constant value, this constant does not mean that the same value continues strictly, but the warm-up engine output has a slight fluctuation that can be regarded as constant. If so, it is included in the fact that the engine output for warm-up is a constant value. Further, the warm-up engine output need not be a constant value throughout the execution of the catalyst warm-up control.

  Preferably, in the catalyst warm-up control, the engine rotational speed becomes a constant target engine rotational speed based on the warm-up engine output, and the engine torque is constant based on the warm-up engine output. The engine is driven so that the target engine torque is In this way, the ratio of the harmful substances in the exhaust gas supplied from the engine to the catalyst device is lower than when the engine speed or the engine torque fluctuates while keeping the engine output constant. Thus, the exhaust of the engine during the execution of the catalyst warm-up control can be further sufficiently purified and discharged. The target engine speed based on the warm-up engine output is assumed to be constant. However, this constant does not mean that the same value continues strictly, but the target engine speed is constant. Even a slight fluctuation that can be regarded as being included is included in the fact that the target engine speed is constant. The same applies to the target engine torque based on the warm-up engine output. Further, the target engine speed and the target engine torque do not have to be constant throughout the execution of the catalyst warm-up control.

  Preferably, in the catalyst warm-up control, the catalyst device when the predetermined condition is not satisfied until the predetermined condition for determining that a part of the catalyst device is activated is satisfied. The engine is continuously operated with the first predetermined engine operating point within the range of the purification capacity as a target engine operating point, and after the predetermined condition is satisfied, the catalyst when the predetermined condition is satisfied The engine is continuously operated with a second predetermined engine operating point within a range of the purification capability of the apparatus and within a range where the engine output is larger than the first predetermined engine operating point as a target engine operating point. In this way, the cause of deterioration in emissions due to frequent changes in the operating point (operating point) of the engine before the completion of warming up of the catalytic device in which the temperature of the catalytic device is equal to or lower than the catalyst temperature determination value ( For example, it is possible to warm up the catalyst device while making it difficult to generate engine combustion stability. Further, if the predetermined condition is satisfied, the engine output is raised within the range of the purification capacity of the catalyst device. Therefore, the engine is always running during the execution of the catalyst warm-up control, and the first predetermined engine operating point is set as a target. Compared to the case where the engine is operated as an engine operating point, it is possible to complete warming up of the catalyst device at an early stage. The engine operating point is an operating point indicating an operating state of the engine indicated by an engine rotational speed, an engine torque, and the like.

  Preferably, the predetermined condition is satisfied when the temperature of the catalyst device is equal to or higher than a predetermined activation determination temperature at which a part of the catalyst device is assumed to be activated. The activation determination temperature is lower than the catalyst temperature determination value.

  Preferably, the vehicle drive device includes a power transmission cutoff device capable of interrupting power transmission between the engine and the drive wheels. In this way, the catalyst warm-up control can be executed by driving the engine regardless of whether the vehicle is running or stopped.

  Preferably, the power transmission shut-off device constitutes a part of a power transmission path between the engine and the drive wheels, and a differential state is controlled by controlling a differential motor. Moving mechanism. If it does in this way, the power transmission between the engine and the driving wheel can be intercepted by control of the electric motor for differential. Further, part or all of the engine output during execution of the catalyst warm-up control can be transmitted to the drive wheels while arbitrarily setting the engine speed by controlling the differential motor.

1 is a skeleton diagram for explaining a vehicle drive device to which the present invention is applied. It is the figure which illustrated the signal input into the electronic controller for controlling the vehicle drive device of FIG. 1, and the signal output from the electronic controller. It is a schematic block diagram for demonstrating the structure of the engine which the drive device for vehicles of FIG. 1 has. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 2 was equipped. FIG. 2 is a diagram illustrating a requested torque map used for calculating user requested power in the vehicle drive device of FIG. 1. FIG. 2 is a diagram for explaining an optimum fuel consumption rate curve used for engine control in the vehicle drive device of FIG. 1 and a first predetermined engine operating point and a second predetermined engine operating point set in catalyst warm-up control. 3 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 2, that is, a control operation from the start to the end of catalyst warm-up control. It is a time chart for demonstrating the catalyst warm-up control performed with the flowchart of FIG. It is a figure for demonstrating the control action | operation when the judgment regarding the user request | requirement power in SA4 of FIG. 7 is replaced by the judgment regarding an engine request | requirement power, Comprising: It is the figure which extracted the step replaced with SA4. It is a figure for demonstrating schematic structure of the parallel hybrid vehicle to which this invention different in a structure from the vehicle drive device shown in FIG. 1 was applied. FIG. 11 is a diagram different from FIG. 10 for describing a schematic configuration of a parallel hybrid vehicle to which the present invention having a configuration different from that of the vehicle drive device shown in FIG. 1 is applied.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram for explaining a vehicle drive device 8 to which the present invention is applied. As shown in FIG. 1, the vehicle drive device 8 includes an engine 14 that outputs driving power, and a vehicle power transmission device that is interposed between the engine 14 and drive wheels 40 (see FIG. 4). 10 (hereinafter referred to as “power transmission device 10”). The power transmission device 10 is a transaxle that transmits driving force from the engine 14 to the driving wheels 40. The power transmission device 10 outputs the output of the engine 14 in turn from the engine 14 side in a transaxle (T / A) case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to the vehicle body. A damper 16 that is operatively connected to a shaft 15 (for example, a crankshaft) and absorbs pulsation due to torque fluctuations from the engine 14, an input shaft 18 that is rotated by the engine 14 via the damper 16, and a first electric motor M1 The first planetary gear device 20 that functions as a power distribution mechanism, the second planetary gear device 22 that functions as a speed reducer, and the second motor M2 that outputs driving power connected to the drive wheels 40 so as to be able to transmit power. It has.

  The power transmission device 10 is placed in front of a front wheel drive, that is, an FF (front engine / front drive) type vehicle 6 and is preferably used for driving the drive wheels 40. In the power transmission device 10, the power of the engine 14 includes an output gear 24 as an output rotation member of the power transmission device 10 constituting one of the counter gear pairs 32, a counter gear pair 32, a final gear pair 34, a differential gear device (final gear device). It is transmitted to the pair of drive wheels 40 through the reduction gear 36 and the pair of axles 38 in order (see FIG. 4). Thus, in this embodiment, the input shaft 18 and the engine 14 are operatively connected via the damper 16, and the output shaft 15 of the engine 14 is of course the output rotating member of the engine 14. However, the input shaft 18 also corresponds to the output rotating member of the engine 14.

  Both ends of the input shaft 18 are rotatably supported by ball bearings 26 and 28, and one end of the input shaft 18 is connected to the engine 14 via the damper 16 to be driven to rotate by the engine 14. Further, an oil pump 30 as a lubricating oil supply device is connected to the other end, and the oil pump 30 is driven to rotate by rotating the input shaft 18, so that each part of the power transmission device 10, for example, the first planet. Lubricating oil is supplied to the gear device 20, the second planetary gear device 22, the ball bearings 26, 28, and the like.

The first planetary gear device 20 is a differential mechanism that constitutes a part of a power transmission path between the engine 14 and the drive wheels 40. Specifically, the first planetary gear device 20 is a single pinion type planetary gear device, and includes a first sun gear S1, a first pinion gear P1, and a first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve. A first ring gear R1 that meshes with the first sun gear S1 via the first pinion gear P1 is provided as a rotating element (element). The gear ratio ρ0 of the first planetary gear device 20 is calculated as “ρ0 = Z _S1 / Z _R1 ” where Z _S1 is the number of teeth of the first sun gear S1 and Z _R1 is the number of teeth of the first ring gear R1. .

  The first planetary gear device 20 is a mechanical power distribution mechanism that mechanically distributes the output of the engine 14 transmitted to the input shaft 18, and outputs the output of the engine 14 to the first electric motor M <b> 1 and the output gear 24. To distribute. That is, in the first planetary gear device 20, the first carrier CA1 as the first rotating element is connected to the input shaft 18, that is, the engine 14, and the first sun gear S1 as the second rotating element is connected to the first electric motor M1. The first ring gear R1 as the third rotating element is connected to the output gear 24, that is, the drive wheel 40 operatively connected to the output gear 24. As a result, the first sun gear S1, the first carrier CA1, and the first ring gear R1 can rotate relative to each other, so that the output of the engine 14 is distributed to the first electric motor M1 and the output gear 24, and The first electric motor M1 is generated by the output of the engine 14 distributed to the first electric motor M1, and the generated electric energy is stored or the second electric motor M2 is rotationally driven by the electric energy. For example, a continuously variable transmission state (electrical CVT state) is set, and the differential state of the first planetary gear device 20 is controlled by the first electric motor M1, so that the output gear 24 is controlled regardless of the predetermined rotation of the engine 14. It functions as an electric continuously variable transmission whose rotation is continuously changed. Further, in the first planetary gear device 20, since the first motor M1 is brought into the no-load state and is idled, the power transmission between the first carrier CA1 and the first ring gear R1 is interrupted, so the first planetary gear device 20 The gear device 20 also functions as a power transmission interrupting device capable of interrupting power transmission between the engine 14 and the drive wheel 40.

  The second planetary gear device 22 is a single pinion type planetary gear device. The second planetary gear unit 22 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second sun gear S2 via the second pinion gear P2. The meshing second ring gear R2 is provided as a rotating element. The ring gear R1 of the first planetary gear device 20 and the ring gear R2 of the second planetary gear device 22 are an integrated compound gear, and an output gear 24 is provided on the outer periphery thereof.

  In the second planetary gear device 22, the second carrier CA2 is coupled to the case 12 that is a non-rotating member to prevent rotation, the second sun gear S2 is coupled to the second electric motor M2, and the second ring gear R2 Is connected to the output gear 24. That is, the second electric motor M2 is connected to the output gear 24 and the ring gear R1 of the first planetary gear device 20 via the second planetary gear device 22. Thus, for example, when the vehicle starts, the second electric motor M2 is rotationally driven, whereby the second sun gear S2 is rotated, and the second planetary gear device 22 decelerates and transmits the rotation to the output gear 24.

  The first electric motor M1 and the second electric motor M2 of the present embodiment are both so-called motor generators having a power generation function, but the first electric motor M1 functioning as a differential electric motor is a generator for generating a reaction force ( The second electric motor M2 having at least a power generation function and functioning as a traveling motor has at least a motor (electric motor) function for outputting the driving force of the vehicle 6. Further, the first electric motor M1 and the second electric motor M2 are configured to be able to exchange power with each other.

  FIG. 2 illustrates a signal input to the electronic control device 80 functioning as a control device for controlling the vehicle drive device 8 of the present embodiment and a signal output from the electronic control device 80. The electronic control unit 80 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing the above, vehicle control such as hybrid drive control related to the engine 14, the first electric motor M1, and the second electric motor M2 is executed.

The electronic control unit 80 includes a signal indicating the engine water temperature TEMP _W from the engine water temperature sensor 51 provided in the cylinder block of the engine 14 and the rotational speed of the engine 14 from each sensor and switch as shown in FIG. A signal from the engine speed sensor 50 representing the engine speed Ne, a signal from the vehicle speed sensor 52 representing the vehicle speed V corresponding to the speed N _OUT of the output gear 24 (hereinafter referred to as “output speed N _OUT ”), a foot A signal indicating the brake operation, a signal from the accelerator opening sensor 42 indicating the accelerator opening Acc which is the operation amount of the accelerator pedal 41 (see FIG. 3) corresponding to the driver's output request amount, the electronic throttle valve 72 (FIG. 3) Signal) from the throttle valve opening sensor 43 representing the throttle valve opening θ _TH, and signals representing the longitudinal acceleration G of the vehicle 6, A signal representing the wheel speed of the wheel (that is, each wheel including the driven wheel 40), a signal representing the rotational speed N _{M1 of} the first electric motor _M1 (hereinafter referred to as “first electric motor rotational speed N _M1 ”), 2 From a power storage device temperature sensor that represents a power storage device temperature TH _BAT that is a signal representing the rotational speed N _{M2 of the} electric motor _M2 (hereinafter referred to as “second motor rotational speed N _M2 ”) and a temperature of the power storage device 56 (see FIG. 4). , A signal representing the charging or discharging current I _CD of the power storage device 56, a signal representing the voltage V _BAT of the power storage device 56, a signal representing the remaining charge (charged state) SOC of the power storage device 56, the shift lever operating position ( operating position) shift lever position signal corresponding to the operation position P _OPE from lever position sensor 48 is a position sensor for detecting the P _OPE, provided in an exhaust pipe 66 of the engine 14 (see FIG. 3) A signal indicating the air-fuel ratio in the exhaust gas from the air-fuel ratio sensor 44 that detects the state of the air-fuel ratio in the air, and the temperature of a predetermined portion (for example, substantially the central portion) of the catalyst device 76 can be detected. A signal indicating the temperature TEMP _CAT of the catalyst device 76 (hereinafter referred to as catalyst temperature TEMP _CAT ) detected by the catalyst temperature sensor 45 is supplied.

Further, the electronic control unit 80 controls the engine output control signal for controlling the engine output, for example, the throttle actuator 74 for operating the throttle valve opening degree θ _TH of the electronic throttle valve 72 provided in the intake pipe 64 of the engine 14. Drive signal, a fuel supply amount signal for controlling the fuel supply amount to the intake pipe 64 or the cylinder of the engine 14 by the fuel injection device 68, an ignition signal for instructing the ignition timing of the engine 14 by the ignition device 70, and each motor M1. , M2 command signals for commanding the operation of M2 are output.

  FIG. 3 is a schematic configuration diagram for explaining the configuration of the engine 14 included in the vehicle drive device 8. The engine 14 may be an internal combustion engine such as a gasoline engine for automobiles or a diesel engine, but is a gasoline engine for automobiles in this embodiment. As shown in FIG. 3, the engine 14 includes a combustion chamber 62 provided between the cylinder head and the piston 60, an intake pipe 64 connected to the intake port of the combustion chamber 62, and an exhaust port of the combustion chamber 62. From the connected exhaust pipe 66, a fuel injection device 68 that injects and supplies fuel to the intake air that is provided in the cylinder head and is sucked into the combustion chamber 62, and the fuel injected and supplied by the fuel injection device 68 and the intake air And an ignition device 70 for igniting the air-fuel mixture in the combustion chamber 62.

An electronic throttle valve 72 is provided upstream of the intake pipe 64, and the electronic throttle valve 72 is opened and closed by a throttle actuator 74. The opening degree θ _TH of the electronic throttle valve 72 (throttle valve opening degree θ _TH ) is basically controlled so as to increase as the accelerator opening degree Acc increases, and as the throttle valve opening degree θ _TH increases, The intake air amount Q taken into the engine 14 also increases. The intake air amount Q (the unit is, for example, “g / sec” or “g / rev”) is the weight of air that the engine 14 sucks per unit time or the weight of air that the engine 14 sucks per rotation. It is.

  In the engine 14, fuel is injected and supplied from the fuel injection device 68 to the intake air sucked into the combustion chamber 62 from the intake pipe 64 to form a mixture, and the mixture is ignited by the ignition device 70 in the combustion chamber 62. Burned. As a result, the engine 14 is driven, and the air-fuel mixture after combustion is sent out into the exhaust pipe 66 as exhaust.

A catalyst device 76 for purifying the exhaust of the engine 14 is provided in the exhaust system of the engine 14, specifically, in the exhaust pipe 66 of the engine 14. For example, the catalyst device 76 is disposed immediately downstream of the exhaust manifold. The catalytic device 76 is a catalytic converter composed of, for example, a well-known three-way catalyst or the like, and includes carbon monoxide (CO), hydrocarbon (HC), nitrogen oxide (NO _X ) contained in the exhaust of the engine 14. Remove or reduce harmful substances such as exhaust from the exhaust gas. That is, the exhaust gas after combustion sent out from the combustion chamber 62 into the exhaust pipe 66 is purified by passing through the catalyst device 76 and released into the atmosphere through a muffler or the like. Further, the catalyst device 76 exhibits a good exhaust purification function at a predetermined temperature (for example, about 400 ° C.) or higher determined from its characteristics. Therefore, the catalyst device 76 in the cold state is warmed up when the engine 14 is driven and the exhaust gas is allowed to pass through because the exhaust gas after combustion is at a high temperature, so that the exhaust gas having a good exhaust purification function is exhibited. Up to.

  FIG. 4 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 80. As shown in FIG. 4, the electronic control unit 80 includes a hybrid control unit 82 as a hybrid control unit, a catalyst warm-up control execution condition determination unit 90 as a catalyst warm-up control execution condition determination unit, and a catalyst temperature determination unit. Catalyst temperature determining means 92 and required power determining means 94 as a required power determining unit. The hybrid control means 82 includes catalyst warm-up control means 98 as a catalyst warm-up control unit.

In FIG. 4, the hybrid control means 82 operates the engine 14 in an efficient operating range, while optimizing the reaction force due to the distribution of the driving force between the engine 14 and the second electric motor M2 and the power generation of the first electric motor M1. Thus, the speed ratio γ0 (= the rotational speed of the input shaft 18 / the rotational speed of the output gear 24) of the first planetary gear device 20 that functions as an electric continuously variable transmission is controlled. For example, the hybrid control means 82 functions as an engine drive control means and sequentially detects the vehicle speed V and the accelerator opening Acc. When controlling the speed ratio γ0, the hybrid control means 82 determines the vehicle 6 at the traveling vehicle speed V at that time. The target (requested) output P0 *, that is, the user requested power P0 * (unit: kW, for example) requested by the driver during vehicle travel is sequentially calculated based on the accelerator opening Acc and the vehicle speed V. The user request power P0 * is preferably determined in consideration of a charge request value in charge control for charging / discharging the power storage device 56, and a load by an auxiliary machine such as an air conditioner. Then, the hybrid control means 82 provides the target engine output Pe * (unit: kW, for example), which is the target value of the engine output Pe, in other words, to the engine 14 so that the calculated target output (user required power) P0 * is obtained. The required engine output (engine required power) Pe * and the second motor required power required for the second motor M2 are sequentially determined. For example, the hybrid control means 82 determines the vehicle state indicated by the vehicle speed V, the accelerator opening degree Acc, and the like and the user requested power P0 * from a relationship that has been experimentally determined in advance so as to achieve both fuel efficiency and driving performance. Based on this, the engine required power Pe * and the second motor required power are determined. That is, the engine required power Pe * is determined in consideration of the assist torque of the second electric motor M2. For example, the user required power P0 * is obtained by changing the required torque Tr * around the rotational axis of the output gear 24 from the required torque map shown in FIG. 5 to the accelerator opening Acc and the vehicle speed V. And calculated by adding a loss or the like to the product of the required torque Tr * and the output rotational speed N _OUT . The hybrid control means 82 then determines an optimum fuel efficiency rate curve L _EF that is a kind of engine operation curve that is experimentally determined in advance so as to achieve both a predetermined relationship (such as a map), for example, fuel efficiency performance and running performance. (See FIG. 6), the target engine speed Ne * and the target output torque Te * (target engine torque Te *) of the engine 14 at which the engine required power Pe * is obtained are determined, and the engine speed Ne and the engine are determined. The engine 14 is controlled and the power generation amount of the first electric motor M1 is controlled so that the output torque Te (engine torque Te) of 14 coincides with the target engine speed Ne * and the target engine torque Te *. Then, with the control of the engine speed Ne based on the required engine power Pe * and the control of the power generation amount of the first electric motor M1, the gear ratio γ0 of the first planetary gear device 20 is stepless within the changeable range of the shift. To control. In this way, the hybrid control means 82 controls the first electric motor M1 to adjust the speed ratio γ0 of the first planetary gear device 20 and to obtain the user required power P0 * so as to obtain the user required power P0 *. 2 The motor M2 is driven. Note that, when the engine 14 is cold, the catalyst warm-up control described later may be executed. In the catalyst warm-up control, the engine output Pe is limited. The engine 14 and the second electric motor M2 are driven so that the power P0 * is obtained. That is, the hybrid control means 82 drives the second electric motor M2 so as to compensate for the shortage of the engine output Pe with respect to the user request power P0 * or to absorb the surplus while realizing the engine output limitation in the catalyst warm-up control. To obtain the user requested power P0 *.

  When the hybrid control means 82 controls the power generation amount of the first electric motor M1, the electric energy generated by the first electric motor M1 is supplied to the power storage device 56 and the second electric motor M2 through the inverter 54. Is mechanically transmitted to the output gear 24, but a part of the power of the engine 14 is consumed for power generation of the first electric motor M <b> 1, where it is converted into electric energy, and the electric energy is converted through the inverter 54. The electric power is supplied to the second electric motor M2, and the second electric motor M2 is driven and transmitted from the second electric motor M2 to the output gear 24. An electric path from conversion of part of the motive power of the engine 14 into electric energy and conversion of the electric energy into mechanical energy by a device related to the generation of the electric energy until it is consumed by the second electric motor M2 Composed. The power storage device 56 is, for example, a battery (secondary battery) such as a lead storage battery or a capacitor, and supplies power to the first electric motor M1 and the second electric motor M2 and supplies electric power from each of the electric motors M1 and M2. There is an electrical energy source that can be supplied, that is, an electrical energy source that can transfer power to each of the first electric motor M1 and the second electric motor M2.

Further, the hybrid control means 82 controls the first motor rotation speed N _M1 and keeps the engine rotation speed Ne substantially constant by the electric CVT function of the power transmission device 10 regardless of whether the vehicle is stopped or traveling, for example. The rotation is controlled at an arbitrary rotation speed. That is, the hybrid control means 82 can transmit power to the input shaft 18 from the first electric motor M1 operatively connected to the input shaft 18 (that is, the output shaft 15 of the engine 14) via the first planetary gear device 20. By making it function as a drive device, the engine 14 is driven to rotate by the first electric motor M1. For example, when the engine speed Ne is increased while the vehicle is running, the hybrid control means 82 maintains the output speed N _OUT restricted by the vehicle speed V (drive wheel 40) substantially constant, while maintaining the first motor speed N. _M1 is raised.

Further, the hybrid control means 82 controls the fuel injection amount and the injection timing by the fuel injection device 68 for the fuel injection control in addition to controlling the opening / closing of the electronic throttle valve 72 by the throttle actuator 74 for the throttle control. For the control, the output control of the engine 14 is executed so as to generate a necessary engine output by using alone or in combination a command for controlling the ignition timing by the ignition device 70 such as an igniter. For example, the hybrid control means 82, in the normal engine running, to drive the throttle actuator 74 based on the accelerator opening Acc, the throttle to increase the throttle valve opening theta _TH as the accelerator opening Acc is increased Execute control. In this throttle control, the corresponding one-to-one relationship between the accelerator opening Acc and the throttle valve opening theta _TH.

Further, the hybrid control means 82 drives the second electric motor M2 with the electric power from the power storage device 56 in a state where the operation of the engine 14 is stopped, and uses the second electric motor M2 as a driving force source of the vehicle 6 for motor driving ( EV traveling) can be executed. For example, the EV traveling by the hybrid control means 82 is relatively low in the output torque T _OUT region, that is, the low engine torque Te region or the vehicle speed V, which is generally considered to be poor in engine efficiency as compared with the high torque region. It is executed in a low vehicle speed range, that is, a low load range.

  During this EV traveling, the hybrid control means 82 idles, for example, by putting the first electric motor M1 in an unloaded state in order to suppress dragging of the engine 14 that has stopped operating and improve fuel efficiency. The engine speed Ne is maintained at zero or substantially zero as required by the electric CVT function (differential action) of the transmission device 10. That is, the hybrid control means 82 does not simply stop the operation of the engine 14 during EV traveling, but also stops the rotation of the engine 14. Here, in this embodiment, the fuel consumption is, for example, a travel distance per unit fuel consumption, and the improvement in fuel consumption is an increase in the travel distance per unit fuel consumption, or the vehicle 6 The overall fuel consumption rate (= fuel consumption / drive wheel output) is reduced. Conversely, a reduction in fuel consumption means that the travel distance per unit fuel consumption is shortened, or the fuel consumption rate of the vehicle 6 as a whole is increased.

Moreover, the hybrid control means 82 is functionally provided with an engine start control means for starting the engine 14 while the vehicle is stopped or during EV traveling. For example, the hybrid control means 82 can complete the engine rotation speed Ne by energizing the first electric motor _M1 to increase the first electric motor rotation speed NM1, that is, by causing the first electric motor M1 to function as a starter. The fuel injection device 68 supplies (injects) fuel at an engine rotation speed Ne that can be autonomously rotated at a predetermined rotation speed Ne ′ or higher, for example, at an idle rotation speed or higher. And the engine 14 is started.

  Further, the hybrid control means 82 uses the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 56 by the electric path described above during the engine running using the engine 14 as a driving force source. , And driving the second electric motor M2 to apply torque to the drive wheels 40, so-called torque assist for assisting the power of the engine 14 is possible.

  Further, the hybrid control means 82 makes the first electric motor M1 in a no-load state and freely rotates, that is, idles, so that the power transmission device 10 cannot transmit torque, that is, the power transmission path in the power transmission device 10 is interrupted. It is possible to set the second electric motor M2 in a no-load state so that no output from the power transmission device 10 is generated. That is, the hybrid control means 82 can bring the power transmission device 10 into the neutral state by setting the electric motors M1 and M2 to the no-load state.

  In addition, the hybrid control means 82 rotates the second electric motor M2 by the kinetic energy of the vehicle, that is, the reverse driving force transmitted from the drive wheel 40 to the second electric motor M2 side when the vehicle is decelerated or braked with the accelerator off. It functions as a regenerative brake control means for performing so-called regenerative braking in which the electric power generated by the second motor M2 is driven and charged to the power storage device 56 via the inverter 54.

By the way, when the catalyst device 76 is at a low temperature such as when the engine 14 is cold, the engine 14 is driven to increase the catalyst temperature TEMP _CAT , that is, to warm up the catalyst device 76. At that time, the engine output so that the amount of exhaust from the engine 14 and the ratio of the harmful substances do not exceed the exhaust purification capacity of the catalyst device 76 in the cold state, in other words, within the range of the exhaust purification capacity. Pe is limited. Then, after the warming-up of the catalyst device 76 is completed, the restriction on the engine output Pe is released. For example, if the user request power P0 * is very large when the restriction of the engine output Pe is released, the engine output Pe is rapidly increased to a magnitude corresponding to the user request power P0 * at the time of release when the restriction is released. The possibility that the behavior of the engine 14 becomes temporarily unstable and the emission deteriorates is assumed. Therefore, in this embodiment, whether or not the warm-up of the catalyst device 76 is completed, that is, whether or not the restriction of the engine output Pe for the warm-up is canceled is determined not only by the catalyst temperature TEMP _CAT but also by the user requested power. Judged by taking P0 * into account. The main part of the control function will be described below.

The catalyst warm-up control execution condition determining means 90 determines whether a preset catalyst warm-up control execution condition is satisfied. The catalyst warm-up control execution condition is a condition for determining whether or not to start the catalyst warm-up control described later. For example, the catalyst warm-up control execution condition is (i) the driver can drive the vehicle 6. The ignition switch that is operated to achieve a stable state is on, (ii) the remaining charge SOC of the power storage device 56 is equal to or greater than a predetermined warm-up charge remaining amount determination value TEMP1 _SOC , and (iii) the catalyst temperature This is established when TEMP _CAT is equal to or lower than a predetermined catalyst temperature judgment value TEMP1 _CAT . The catalyst temperature determination value TEMP1 _CAT is experimentally determined in advance so that it can be determined whether or not warm-up is necessary in order to increase the exhaust gas purification capability of the catalyst device 76. The temperature is set to a temperature obtained by adding a margin to the temperature at which the purification capability (emission purification capability) rises (for example, about 400 ° C.). The condition (ii) is provided because the engine output is limited during the execution of the catalyst warm-up control, which is caused by the shortage of the remaining charge SOC in obtaining the user request power P0 *. This is to prevent the second motor M2 from becoming insufficient in output. Accordingly, the warm-up remaining charge determination value TEMP1 _SOC is experimentally determined in advance so that an output shortage of the second electric motor M2 does not occur due to a shortage of the remaining charge SOC during the execution of the catalyst warm-up control. It has been established.

Of the above conditions (i) to (iii), the conditions (i) and (ii) other than the condition (iii) relating to the catalyst temperature TEMP _CAT may be replaced with other conditions, respectively. The catalyst warm-up control execution condition may not be included. Further, other conditions other than the above (i) to (iii) may be added to the catalyst warm-up control execution condition.

The catalyst temperature determining means 92 sequentially detects the catalyst temperature TEMP _CAT from the signal from the catalyst temperature sensor 45, and determines whether the catalyst temperature TEMP _CAT is higher than the catalyst temperature determination value TEMP1 _CAT .

  The required power determination means 94 determines whether or not the user request power P0 * is smaller than a predetermined user request power determination value P01 *. For example, the required torque map as shown in FIG. 5 is used, and the user required power P0 * is sequentially calculated by the hybrid control means 82 based on the accelerator opening Acc and the vehicle speed V. As can be seen from FIG. 5, the user requested power P0 * is set to be larger as the accelerator opening Acc is larger. The required power determination means 94 sequentially acquires the user required power P0 * calculated by the hybrid control means 82 from the hybrid control means 82. The user request power judgment value P01 * is the user request power P0 * at the time of releasing the restriction so that the behavior of the engine 14 does not become unstable temporarily when the restriction of the engine output Pe due to the completion of warming up of the catalyst device 76 is released. This is a judgment value set experimentally to suppress the noise, for example, about 9 kW.

  Here, the required power determining means 94 makes a determination regarding the user required power P0 * as described above. Instead of the determination regarding the user required power P0 *, the relationship determined in relation to the user required power P0 *. A determination regarding the value, for example, a determination regarding the engine required power Pe * may be made. The engine required power Pe * is an output (power) required for the engine 14 to obtain the user required power P0 *. Specifically, the required power determination means 94 determines whether or not the engine required power Pe * is smaller than a predetermined engine required power determination value Pe1 * when making a determination regarding the engine required power Pe *. To do. The engine required power determination value Pe1 * is determined in the same manner as the user request power determination value P01 *, and the behavior of the engine 14 is temporarily changed when the restriction of the engine output Pe is canceled due to the completion of warming up of the catalyst device 76. It is set experimentally in order to suppress the required engine power Pe * when the restriction is released so as not to become unstable.

When the catalyst warm-up control execution condition is determined by the catalyst warm-up control execution condition determination means 90, the catalyst warm-up control means 98 drives the engine 14 to warm up the catalyst device 76. Perform catalyst warm-up control. More specifically, the catalyst warm-up control is performed by the engine 14 while the engine 14 limits the engine output so that the engine 14 enters a predetermined warm-up drive state for warming up the catalyst device 76. It is the control which warms up. The warming-up drive state is such that the exhaust amount or component (ratio of harmful substances, etc.) of the engine 14 that is executing the catalyst warming-up control does not exceed the exhaust purification capacity of the catalyst device 76 before the warming-up is completed. This is a driving state of the engine 14 set experimentally in advance. Specifically, the engine output Pe may fluctuate before the completion of warming up of the catalyst device 76, but in order to improve emissions, it is better to suppress the fluctuation of the engine output Pe. The driving state is a state in which the engine 14 is driven with a target of a warm-up engine output Pec * that is a predetermined constant value for warming up the catalyst device 76, and the catalyst warm-up control means 98 In the catalyst warm-up control, the engine output is limited by driving the engine 14 so that the engine output Pe is maintained at the warm-up engine output Pec *. Specifically, in the present embodiment, the catalyst warm-up control means 98 determines the engine output Pec for warm-up from the optimum fuel efficiency curve L _EF so that the engine output Pe is maintained at the engine output Pec * for warm-up. A constant target engine speed Ne * and a constant target engine torque Te * at which * is obtained are determined, and the engine torque Te is determined so that the engine speed Ne matches the determined target engine speed Ne *. The engine 14 is driven so as to coincide with the target engine torque Te *. At the same time, the power generation amount of the first electric motor M1 is controlled in consideration of the output rotation speed N _OUT . The catalyst warm-up control is executed by using the differential action of the first planetary gear device 20 while the vehicle is stopped or the vehicle is running. As described above, the warm-up engine output Pec * is a constant value. However, this constant does not mean that the same value continues strictly, but the warm-up engine output Pec * can be regarded as constant. Even a slight change in the degree is included in the fact that the warm-up engine output Pec * is a constant value. Further, the target engine speed Ne * determined based on the warm-up engine output Pec * is assumed to be constant, but this constant does not mean that the same value continues strictly, Even if the target engine speed Ne * has a slight fluctuation that can be regarded as constant, this is included in the fact that the target engine speed Ne * is constant. The same applies to the target engine torque Te * determined based on the warm-up engine output Pec *.

Here, in the above catalyst warm-up control, the warm-up engine output Pec * and the target engine speed Ne * and the target engine torque Te * based on the warm-up engine output Pec * are both constant values. However, it does not have to be changed from the start to the end of the catalyst warm-up control. Preferably, the warm-up engine output Pec * is increased stepwise as the catalyst temperature TEMP _CAT increases. In this embodiment, the warm-up engine output Pec * is changed in two stages during the execution of the catalyst warm-up control. Next, control for changing the warm-up engine output Pec * in two stages will be described.

In the catalyst warm-up control, the catalyst warm-up control means 98 sequentially determines whether or not a predetermined condition for determining that a part of the catalyst device 76 is activated. The predetermined condition is satisfied when the catalyst temperature TEMP _CAT is _{equal to} or higher than a predetermined activation determination temperature TEMP1 _CATREF that is assumed to be a part of the catalyst device 76 being activated. The predetermined condition may include a condition using a parameter other than the catalyst temperature TEMP _CAT (for example, an elapsed time since the start of the catalyst warm-up control). The activation determination temperature TEMP1 _CATREF is a threshold value used to determine whether or not a part of the catalyst device 76 is activated. For example, the activation determination temperature TEMP1 _CATREF is about 180 ° C. to 220 ° C. lower than the catalyst temperature determination value TEMP1 _CAT. The temperature is set. In general, the catalyst device 76 is more likely to be activated at the upstream side near the combustion chamber 62 of the engine 14 than the downstream side, so that the catalyst device 76 is more easily activated. Specifically speaking, it is a part upstream of the catalyst device 76.

In the catalyst warm-up control, the catalyst warm-up control means 98 continues the engine 14 with the first predetermined engine operating point PT01 as a target engine operating point until the predetermined condition is satisfied. After the predetermined condition is satisfied, the engine 14 is continuously operated with the second predetermined engine operating point PT02 as a target engine operating point. Here, operating the engine 14 with the first predetermined engine operating point PT01 as the target engine operating point means that the rotational speed Ne1 indicated by the first predetermined engine operating point PT01 is the target engine rotational speed Ne. * And the torque Te1 indicated by the first predetermined engine operating point PT01 is set as the target engine torque Te *, the engine rotational speed Ne is set to coincide with the target engine rotational speed Ne * (= Ne1), and the engine torque Te Is driven to match the target engine torque Te * (= Te1). Similarly, the operation of the engine 14 with the second predetermined engine operating point PT02 as the target engine operating point means that the rotational speed Ne2 indicated by the second predetermined engine operating point PT02 is the target engine rotational speed Ne. * And the torque Te2 indicated by the second predetermined engine operating point PT02 is set as the target engine torque Te *, and the engine speed Ne is set to coincide with the target engine speed Ne * (= Ne2) and the engine torque Te. Is driven to match the target engine torque Te * (= Te2). The first predetermined engine operating point PT01 is an engine operating point within the purification capacity range of the catalytic device 76 when the predetermined condition is not satisfied. Specifically, as shown in FIG. the warming-up the engine output Pec * zero or than zero is an engine operating point on the optimal fuel consumption curve L _EF for warming up the engine output Pec * is obtained somewhat as a large value. The second predetermined engine operating point PT02 is within the range of the purification capacity of the catalyst device 76 when the predetermined condition is satisfied, and within the range where the engine output Pe is larger than the first predetermined engine operating point PT01. Specifically, as shown in FIG. 6, the engine operating point is on the optimal fuel consumption rate curve L _EF where the warm-up engine output Pec * is larger than that indicated by the first predetermined engine operating point PT01. This is the engine operating point. During the execution of the catalyst warm-up control, for example, when the engine output Pe exceeds the user request power P0 *, the first electric motor M1 and the second electric motor M2 are regenerated and charged in the power storage device 56. 2 It is preferable that the predetermined engine operating point PT02 is set such that the warm-up engine output Pec * decreases as the charging of the power storage device 56 when the predetermined condition is satisfied is greatly limited.

  As described above, the catalyst warm-up control means 98 changes the warm-up engine output Pec * from the value indicated by the first predetermined engine operating point PT01 to the second predetermined engine operation within the execution period of the catalyst warm-up control. Step up to what point PT02 shows.

Next, the end of the catalyst warm-up control will be described. The catalyst warm-up control means 98 judges that the catalyst temperature TEMP _CAT is higher than the catalyst temperature judgment value TEMP1 _CAT by the catalyst temperature judgment means 92, and the user power demand P0 * is judged by the demand power judgment means 94 to be the user demand power judgment. If it is determined that the value is smaller than the value P01 *, the catalyst warm-up control that has been continued is terminated. That is, the engine output restriction in the catalyst warm-up control is released. If the required power determining means 94 makes a determination regarding the engine required power Pe * instead of the user required power P0 *, the catalyst warm-up control means 98 uses the catalyst temperature determining means 92 to set the catalyst temperature TEMP _CAT to the catalyst. If it is determined that the temperature determination value is higher than the TEMP1 _CAT and the required power determination means 94 determines that the engine required power Pe * is smaller than the engine required power determination value Pe1 *, it has been continued until then. The catalyst warm-up control is terminated. Further, as described above, since the warm-up engine output Pec * may be changed in stages during the execution of the catalyst warm-up control, for example, the user request power determination value P01 * and the engine request power determination Each of the values Pe1 * may be set larger as the warm-up engine output Pec * increases.

  FIG. 7 is a flowchart for explaining the main part of the control operation of the electronic control unit 80, that is, the control operation from the start to the end of the catalyst warm-up control. The control operation shown in FIG. 7 is executed alone or in parallel with other control operations.

  First, in a step (hereinafter, “step” is omitted) SA1 corresponding to the catalyst warm-up control execution condition determining means 90, it is determined whether or not the preset catalyst warm-up control execution condition is satisfied. . If the determination of SA1 is affirmative, that is, if the catalyst warm-up control execution condition is satisfied, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, this flowchart ends.

  In SA2 corresponding to the catalyst warm-up control means 98, the catalyst warm-up control is executed. If the catalyst warm-up control is already being executed, it is continued. Specifically, in the catalyst warm-up control, the engine 14 and the first electric motor M1 are controlled so that the engine output Pe is maintained at a constant warm-up engine output Pec *. More specifically, in the catalyst warm-up control, it is sequentially determined whether or not the predetermined condition is satisfied, and a predetermined first predetermined engine operation is determined until the predetermined condition is satisfied. The engine 14 is continuously operated with the point PT01 as a target engine operating point, and after the predetermined condition is satisfied, the engine 14 is set with a predetermined second predetermined engine operating point PT02 as a target engine operating point. Continue driving. After SA2, the process proceeds to SA3.

In SA3 corresponding to the catalyst temperature determining means 92, it is determined whether or not the catalyst temperature TEMP _CAT is higher than the catalyst temperature determination value TEMP1 _CAT . If the determination of SA3 is affirmative, that is, if the catalyst temperature TEMP _CAT is higher than the catalyst temperature determination value TEMP1 _CAT , the process proceeds to SA4. On the other hand, if the determination at SA3 is negative, the operation goes to SA2.

  In SA4 corresponding to the required power determination means 94, it is determined whether or not the user required power P0 * is smaller than the user required power determination value P01 *. If the determination of SA4 is affirmative, that is, if the user request power P0 * is smaller than the user request power determination value P01 *, the process proceeds to SA5. On the other hand, if the determination at SA4 is negative, the operation goes to SA2.

  In SA5 corresponding to the catalyst warm-up control means 98, the catalyst warm-up control started to be executed in SA2 is terminated. That is, the engine output restriction in the catalyst warm-up control is released.

  FIG. 8 is a time chart for explaining the catalyst warm-up control. In FIG. 8, in order to explain the effect of determining whether or not the user request power P0 * is smaller than the user request power determination value P01 * in SA4 of FIG. 7, the determination of SA3 without the SA4 is made. If the determination is affirmative, the time chart when SA5 is executed is also shown as broken lines LT01, LT02, and LT03.

In FIG. 8, time t1 indicates the time when the determination of SA1 in FIG. 7 is affirmed and the catalyst warm-up control is started. The time point t2 indicates a time point when the predetermined condition in the catalyst warm-up control is satisfied, that is, a time point when the catalyst temperature TEMP _CAT becomes _{equal to} or higher than the activation determination temperature TEMP1 _CATREF . The time point t3 indicates the end point of the catalyst warm-up control when SA4 is not present in FIG. 7, that is, the time point when the catalyst temperature TEMP _CAT becomes higher than the catalyst temperature determination value TEMP1 _CAT . The time t4 is the time when the determination of SA4 in FIG. 7 is affirmed and the catalyst warm-up control is terminated, that is, after the catalyst temperature TEMP _CAT becomes higher than the catalyst temperature judgment value TEMP1 _CAT. The time point when P0 * becomes smaller than the user request power judgment value P01 * is shown. Since the engine output Pe is controlled so as to coincide with the engine output command value Pet which is the command value thereof, the engine output Pe in FIG. 8 is the same as or substantially the same as the engine output command value Pet. The engine output command value Pet matches the engine request power Pe * based on the user request power P0 * when the engine output restriction is released. For example, the engine output command value Pet after time t4 in FIG. Corresponds to the required engine power Pe *.

  As shown in FIG. 8, during the execution of the catalyst warm-up control, the engine rotational speed Ne is maintained constant or substantially constant, and the engine output command value Pet is maintained so as to hardly fluctuate. As a result, the deterioration of emission during cold is suppressed and warming up of the catalyst device 76 is promoted by the exhaust of the engine 14. In the time chart of the engine output command value Pet in FIG. 8, the engine output command value Pet is smoothly raised by one step from the time t2 during the execution of the catalyst warm-up control. The engine 14 is operated with the first predetermined engine operating point PT01 as a target engine operating point, and the engine 14 sets the second predetermined engine operating point PT02 from the time when the engine output command value Pet after the time t2 becomes constant to the time t4. This indicates that the engine is operating as the target engine operating point. When the target engine operating point is changed from the first predetermined engine operating point PT01 to the second predetermined engine operating point PT02 immediately after time t2, as shown in FIG. 8, the engine output command value Pet ( = Warming-up engine output Pec *) is preferably changed. The reason why the engine output command value Pet is raised after the time t2 is that the exhaust gas purification capability of the catalyst device 76 improves as time passes during warm-up, and there is room for raising the engine output Pe. Although it is preferable for completing warm-up early, the engine output command value Pet may be a constant value from the start to the end of the catalyst warm-up control.

  Further, as can be seen from a comparison between the time chart of the engine output command value Pet and the time chart of the user requested power P0 * after the time point t4 after the completion of the catalyst warm-up control, in the catalyst warm-up control. While the engine output restriction is released, that is, during normal engine running, the engine output command value Pet does not become a negative value, but basically changes in substantially the same manner corresponding to the user request power P0 *. To do.

  Here, for example, if the catalyst warm-up control is terminated at time t3 in FIG. 8 and the engine output restriction in the catalyst warm-up control is released, the user requested power at time t3 in FIG. Since P0 * is large, the engine output command value Pet suddenly increases to a magnitude corresponding to the user-requested power P0 * at time t3 as the engine output limit is removed, as indicated by the two-dot chain line AT02. . At the same time, as indicated by the two-dot chain line AT01, the engine rotational speed Ne also temporarily increases so that the engine output of the engine output command value Pet can be obtained. Therefore, there is a possibility that the emission may be temporarily deteriorated. On the other hand, in this embodiment, as shown in FIG. 7, the catalyst warm-up control is terminated on the condition that the determination of SA4 is affirmed. Therefore, the end point of the catalyst warm-up control is not the time t3, The process is delayed until time t4 when the user request power P0 * becomes smaller than the user request power determination value P01 *. Therefore, at the end of the catalyst warm-up control, the fluctuation of the engine output command value Pet (solid line) in this embodiment is smaller than that of the broken line LT02, so the actual engine output Pe does not fluctuate much, and the engine rotation The fluctuation of the speed Ne (solid line) is also smaller than that of the broken line LT01. That is, in the present embodiment, the determination of SA4 is included in the flowchart of FIG. 7, so that it can be said that the emission is temporarily prevented from deteriorating at the end of the catalyst warm-up control.

  FIG. 9 is a diagram for explaining the control operation in the case where the determination regarding the user request power P0 * in SA4 in FIG. 7 is replaced with the determination regarding the engine request power Pe *, and the steps in place of SA4 are extracted. FIG.

  In the control operation shown in FIG. 9, when the determination of SA3 in FIG. 7 is affirmed, the process proceeds to SB4 in FIG. 9 instead of SA4. In SB4 corresponding to the required power determination means 94, it is determined whether or not the engine required power Pe * is smaller than the engine required power determination value Pe1 *. When the determination of SB4 is affirmed, that is, when the engine required power Pe * is smaller than the engine required power determination value Pe1 *, the process proceeds to SA5 in FIG. On the other hand, if the determination at SA4 is negative, the operation goes to SA2 in FIG.

According to this embodiment, the engine 14 warms up the catalyst device 76 with the engine 14 while limiting the engine output so that the engine 14 enters a predetermined warm-up drive state for warming up the catalyst device 76. The warm-up control is executed when the catalyst temperature TEMP _CAT is equal to or lower than the predetermined catalyst temperature determination value TEMP1 _CAT . The catalyst warm-up control is performed when the user required power P0 * is smaller than the predetermined user required power determination value P01 * or when the engine required power Pe * is determined in advance. The process ends when the catalyst temperature TEMP _CAT is lower than the catalyst temperature determination value TEMP1 _CAT . Therefore, if the engine output restriction in the catalyst warm-up control is canceled based only on the catalyst temperature TEMP _CAT, the instantaneous (temporary) (temporary) in accordance with the user requested power P0 * or the engine requested power Pe * at the time of the release. The engine output Pe can be increased when the user output power P0 * or the engine power demand Pe * is somewhat small, so when the engine output restriction is released (catalyst) Even if the engine output Pe increases momentarily at the end of the warm-up control), the fluctuation range of the engine output Pe is suppressed to some extent. Therefore, temporary fluctuations in the engine output Pe at the time of releasing the engine output restriction, that is, at the end of the catalyst warm-up control, can be suppressed, and emission deterioration can be reduced.

Further, since the temporary sudden fluctuation of the engine output Pe at the end of the catalyst warm-up control can be suppressed, an increase in harmful substances contained in the exhaust from the engine 14 due to the rough air-fuel ratio and the load fluctuation at that time. It can be suppressed. Therefore, for example, the catalyst temperature determination value TEMP1 _CAT can be set lower compared to the case where the determination on the user required power P0 * or the engine required power Pe * is not used as the condition for the catalyst warm-up control end, and as a result, The catalyst warm-up control can be terminated early, and fuel efficiency can be improved.

  Further, according to the present embodiment, since the determination regarding the user required power P0 * or the engine required power Pe * is a condition for ending the catalyst warm-up control, it is surrounded by a two-dot chain line AT02 in FIG. It is not necessary to select the catalyst device 76 in consideration of the fact that a temporary sudden change in the engine output Pe may occur at the end of the catalyst warm-up control. Accordingly, a cheaper catalyst device 76 (for example, having a low exhaust purification capacity) is selected as compared with the case where the judgment regarding the user required power P0 * or the engine required power Pe * is not used as the condition for the catalyst warm-up control end. It is possible.

  Further, according to the present embodiment, the warm-up drive state of the engine 14 in the catalyst warm-up control is the predetermined warm-up engine output Pec for warming up the catalyst device 76. In this state, the engine 14 is driven with * as a target. In the catalyst warm-up control, the engine output is limited by driving the engine 14 so that the engine output Pe is maintained at the warm-up engine output Pec *. Therefore, even if the exhaust gas purification capability for purifying the exhaust gas of the engine 14 is not sufficiently increased before the catalyst device 76 is warmed up, the engine output Pe is maintained substantially constant, so that the engine device 14 supplies the catalyst device 76 to the catalyst device 76. As a result, the ratio of the harmful substances in the exhaust gas is reduced, and the exhaust of the engine 14 during the execution of the catalyst warm-up control can be sufficiently purified and discharged.

  Further, according to the present embodiment, the catalyst warm-up control means 98 causes the engine speed Ne to coincide with a constant target engine speed Ne * based on the warm-up engine output Pec * in the catalyst warm-up control. In addition, the engine 14 is driven so that the engine torque Te matches a certain target engine torque Te * based on the warm-up engine output Pec *. Therefore, the ratio of the harmful substances in the exhaust gas supplied from the engine 14 to the catalyst device 76 is further increased as compared with the case where the engine rotational speed Ne or the engine torque Te varies while the engine output Pe is kept constant. Therefore, the exhaust of the engine 14 during the execution of the catalyst warm-up control can be further sufficiently purified and discharged.

Further, according to the present embodiment, the catalyst warm-up control means 98 determines the purification capability of the catalyst device 76 when the predetermined condition is not satisfied until the predetermined condition is satisfied in the catalyst warm-up control. The engine 14 is continuously operated with the first predetermined engine operating point PT01 within the range as a target engine operating point, and after the predetermined condition is satisfied, the purification of the catalyst device 76 when the predetermined condition is satisfied The engine 14 is continuously operated with the second predetermined engine operating point PT02 within the capacity range and within the range where the engine output Pe is larger than the first predetermined engine operating point PT01 as the target engine operating point. Accordingly, the cause of the deterioration of emissions due to frequent changes in the operating point (operating point) of the engine 14 before the completion of warming up of the catalyst device 76 in which the catalyst temperature TEMP _CAT is equal to or lower than the catalyst temperature judgment value TEMP1 _CAT (for example, the engine temperature TEMP _CAT ). 14), the catalytic device 76 can be warmed up. Further, if the predetermined condition is satisfied, the engine output Pe is raised within the range of the purification capacity of the catalyst device 76. Therefore, the engine 14 is always running during the execution of the catalyst warm-up control, and the first predetermined engine operating point PT01 is targeted. Compared with the case where the engine is operated as the engine operating point, warming up of the catalyst device 76 can be completed early. After the predetermined condition is satisfied, the engine output Pe can be more significantly utilized for vehicle travel than before the predetermined condition is satisfied.

  Further, according to the present embodiment, the first planetary gear device 20 also functions as the power transmission shut-off device when the first electric motor M1 is in an unloaded state and is idled, so that the vehicle is running or stopped. Regardless, the engine warm-up control can be executed by driving the engine 14.

  Further, according to the present embodiment, the first planetary gear device 20 constitutes a part of the power transmission path between the engine 14 and the drive wheels 40, and the first motor M1 is controlled so that the differential state is achieved. It is a differential mechanism to be controlled. Therefore, power transmission between the engine 14 and the drive wheels 40 can be cut off by the control of the first electric motor M1. Further, part or all of the engine output Pe during execution of the catalyst warm-up control can be transmitted to the drive wheels 40 while arbitrarily setting the engine rotation speed Ne by the control of the first electric motor M1.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described embodiment, the vehicle drive device 8 includes the first planetary gear device 20, the second planetary gear device 22, and the first electric motor M1, but for example, as shown in FIG. The first planetary gear unit 20, the second planetary gear unit 22, and the first electric motor M1 are not provided, and the engine 14, the clutch 110, the second electric motor M2, the stepped or continuously variable automatic transmission 112, and the drive wheel 40 are provided. It may be a so-called parallel hybrid vehicle connected in series. In FIG. 10, the clutch 110 functions as a power transmission interrupting device capable of interrupting power transmission between the engine 14 and the drive wheel 40.

  In the above-described embodiment, in the vehicle drive device 8, the engine 14 and the second electric motor M <b> 2 that is the travel motor are connected to the common drive wheel 40, but both are connected to separate drive wheels. It can be done. For example, as shown in FIG. 11, the vehicle drive device in which the engine 14, the automatic transmission 112, and the drive wheels 40 are connected in series, and the second electric motor M <b> 2 is connected to the drive wheels 114 different from the drive wheels 40. 116 is also conceivable.

Further, in the catalyst warm-up control in the illustrated embodiments, the first predetermined engine operating point PT01 and second predetermined engine operating point PT02 is set on the optimum fuel consumption curve L _EF, optimum fuel consumption curve as such no problem even if it is not set on the L _EF.

  In the above-described embodiment, the engine operating point is changed from the first predetermined engine operating point PT01 to the second predetermined engine operating point PT02 in accordance with the improvement of the purification capability of the catalyst device 76 during the execution of the catalyst warm-up control. Although it is changed once, it may be changed twice or more and may not be changed from beginning to end.

  Further, in the catalyst warm-up control of the above-described embodiment, the engine is targeted for the warm-up engine output Pec * which is a predetermined constant value for warming up the catalyst device 76 in the warm-up drive state. However, the present invention is not limited to this. For example, a predetermined variation allowable range is set for each of the engine rotational speed Ne and the engine torque Te, and the engine rotational speed Ne and the engine torque Te are set. May be in a state where the engine 14 is driven so as to fall within the permissible fluctuation range.

  In the first planetary gear device 20 of the above-described embodiment, the first carrier CA1 is connected to the engine 14, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the output gear 24. However, the connection relationship is not necessarily limited thereto, and the engine 14, the first electric motor M1, and the output gear 24 are respectively connected to the three rotating elements CA1, S1, and R1 of the first planetary gear device 20. It can be connected to any of them.

  In the above-described embodiment, the ring gear R2 of the second planetary gear device 22 is integrally connected to the ring gear R1 of the first planetary gear device 20, but the connection destination of the ring gear R2 is connected to the ring gear R1. For example, the first planetary gear device 20 may be connected to the first carrier CA1 without being limited thereto. Further, the ring gear R2 may be connected to somewhere in the power transmission path between the first planetary gear device 20 and the drive wheel 40 instead of the ring gear R1.

  In the above-described embodiment, the vehicle power transmission device 10 includes the second planetary gear device 22 in a part of the power transmission path between the second electric motor M2 and the drive wheels 40. The second motor M2 may be directly connected to the output gear 24 without the device 22.

  In the above-described embodiment, no transmission is provided in the power transmission path between the output gear 24 and the drive wheel 40, but a manual transmission or an automatic transmission is provided in the power transmission path. There is no problem.

  In the above-described embodiment, the input shaft 18 is connected to the engine 14 via the damper 16. However, the input shaft 18 is not directly connected to the engine 14 via the transmission belt or gears. They can be connected.

  Further, in the power transmission device 10 of the above-described embodiment, a power interrupting device such as a clutch is not provided between the engine 14 and the first planetary gear device 20, but such a power interrupting device is connected to the engine 14 and the first planetary gear device 20. It may be interposed between the one planetary gear unit 20. The same applies to the first electric motor M1 and the second electric motor M2, and the power interrupting device is provided between the first electric motor M1 and the first planetary gear device 20 or between the second electric motor M2 and the second planetary gear device 22. It may be inserted between the two.

  In the above-described embodiment, the first planetary gear unit 20 functions as an electric continuously variable transmission whose gear ratio is continuously changed by controlling the operating state of the first electric motor M1. However, for example, the gear ratio of the first planetary gear device 20 may be changed stepwise by using a differential action instead of continuously.

  In the above-described embodiment, the first planetary gear device 20 and the second planetary gear device 22 are both single planetary, but one or both of them may be double planetary.

  In the above-described embodiment, the engine 14 is connected to the first carrier CA1 constituting the first planetary gear unit 20 so that the power can be transmitted, and the first motor M1 is connected to the first sun gear S1 so that the power can be transmitted. The power transmission path to the drive wheel 40 is connected to the first ring gear R1. For example, the first planetary gear device 20 is replaced with two planetary gear devices, and the two planetary gear devices use it. In a configuration in which a part of the constituent rotating elements are connected to each other, an engine, an electric motor, and a driving wheel are connected to the rotating elements of the planetary gear device so that power can be transmitted, and the rotating elements of the planetary gear device are connected. It may be configured to be able to switch between a stepped shift and a continuously variable shift by controlling the clutch or brake.

  The second electric motor M2 of the above-described embodiment is connected to the output gear 24 that constitutes a part of the power transmission path from the engine 14 to the driving wheel 40 via the second planetary gear unit 22, In addition to the electric motor M2 being connected to the output gear 24, the electric motor M2 can also be connected to the first planetary gear device 20 via an engagement element such as a clutch. The second electric motor is used instead of the first electric motor M1. The power transmission device 10 may be configured such that the differential state of the first planetary gear device 20 can be controlled by M2.

6: Vehicle 8, 116: Vehicle drive device 14: Engine 40: Drive wheel 76: Catalyst device 80: Electronic control device (control device)
M2: Second electric motor (traveling motor)

Claims (1)

An engine,
A traveling electric motor that outputs power for traveling;
A catalyst device provided in an exhaust system of the engine for purifying exhaust of the engine;
Means for setting a user required power required for the vehicle, and a hybrid vehicle control device comprising:
The control device operates the engine at a first operating power during warming up of the exhaust gas from the catalyst device, and warms up the entire catalyst device after warming up the upstream side of the catalyst device. Performs catalyst warm-up control for operating the engine with a second operating power that is greater than the first operating power, regardless of the user-requested power,
The hybrid vehicle control device , wherein after the warm-up of the entire catalyst device is finished, the catalyst warm-up control is terminated on condition that the user-requested power is smaller than a predetermined value .

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