JP5644326B2 - Hybrid car - Google Patents

Description

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

  Conventionally, in this type of hybrid vehicle, a purification device having a catalyst for purifying exhaust is attached to an exhaust system, an engine that outputs traveling power, a motor that outputs traveling power, and the motor exchange power. When the catalyst power needs to be warmed up, and the travel power required for travel is greater than the battery output limit, the catalyst warm-up (ignition timing is significantly greater than during normal operation). And the engine and the motor are controlled so that the vehicle travels while the required power required for the entire vehicle is output from the engine (see, for example, Patent Document 1). . In this hybrid vehicle, drivability is ensured by being able to respond to the driver's request through such control.

JP 2010-042700 A

  In the above-described hybrid vehicle, when the catalyst power needs to be warmed up and the driving power is larger than the battery output limit, the ignition timing is also significantly delayed from the normal operation, so the catalyst purification is stopped. Depending on your ability, emissions may worsen.

  The hybrid vehicle of the present invention suppresses the deterioration of emissions when the power for traveling cannot be covered only by the output power from the battery in a state where the warm-up of the purification catalyst for purifying the exhaust gas of the internal combustion engine is required. The main purpose.

  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 having a purification catalyst for purifying exhaust gas is attached to an exhaust system and capable of outputting traveling power, an electric motor capable of outputting traveling power, and a battery capable of exchanging electric power with the electric motor A hybrid vehicle comprising:
Output limit setting means for setting an output limit that is the maximum power that can be output from the battery according to the state of the battery;
Traveling power setting means for setting traveling power required for traveling;
When the purifying catalyst warm-up request is made and the set traveling power is larger than the output limit equivalent power corresponding to the set output limit, the catalyst warm-up which is about the progress degree of the purifying catalyst warm-up. When the engine level does not reach a predetermined level, the engine warm-up level is set while the power is output from the internal combustion engine with ignition at a later timing than after the level reaches the predetermined level. Control means for controlling the internal combustion engine and the electric motor to travel with power based on traveling power;
It is a summary to provide.

  In the hybrid vehicle of this invention, when the warm-up request of the purification catalyst is made and the traveling power required for traveling is greater than the output limit equivalent power corresponding to the output limit that is the maximum power that can be output from the battery, When the catalyst warm-up degree, which is the degree of progress of warming-up of the purification catalyst, has not reached the predetermined level, the internal combustion engine is ignited with ignition at a later timing than after the catalyst warm-up degree has reached the predetermined level. The internal combustion engine and the electric motor are controlled to run with power based on the running power while the power is output. Therefore, when the catalyst warm-up request is made and the traveling power is larger than the power corresponding to the output limit, when the catalyst warm-up level does not reach the predetermined level, the catalyst warm-up level becomes higher than the predetermined level. By operating the internal combustion engine with ignition at a later time, warming up of the purification catalyst can be promoted while suppressing deterioration of emissions. Further, when the purification catalyst warm-up request is made and the traveling power is larger than the output limit equivalent power, after the catalyst warm-up level reaches a predetermined level, the catalyst warm-up level does not reach the predetermined level. By operating the internal combustion engine with ignition at an earlier time, it is possible to improve the operation efficiency and responsiveness of the internal combustion engine. Here, in the hybrid vehicle of the present invention, when the degree of catalyst warm-up reaches the predetermined level, the temperature of the purification catalyst is equal to or higher than the temperature at which a part of the purification catalyst is assumed to be activated. It can also be a moment. Further, in the hybrid vehicle of the present invention, the control means is provided for warming up the purification catalyst when a request for warming up the purification catalyst is made and the set power for traveling is equal to or less than the output limit equivalent power. It may be a means for controlling the internal combustion engine and the electric motor so as to travel with the set traveling power while the internal combustion engine is operated in an operating state.

  In such a hybrid vehicle of the present invention, the control means is configured so that the catalyst warm-up degree is the predetermined power when the purification catalyst warm-up request is made and the set traveling power is larger than the output limit equivalent power. If not, the means for controlling the internal combustion engine may be controlled so that the internal combustion engine is operated at a throttle opening larger than after the catalyst warm-up has reached the predetermined level. . In the hybrid vehicle of the present invention, the internal combustion engine is provided with a variable valve timing mechanism for changing the opening / closing timing of the intake valve, and the control means is configured to perform the warm-up request of the purification catalyst and perform the setting. When the generated traveling power is greater than the output limit equivalent power, and when the catalyst warm-up level has not reached the predetermined level, the intake air has a timing earlier than after the catalyst warm-up level has reached the predetermined level. It may be a means for controlling the internal combustion engine so that the internal combustion engine is operated while the valve is opened and closed.

  Further, in the hybrid vehicle of the present invention, when the control catalyst is requested to warm up the purification catalyst and the set driving power is larger than the output limit equivalent power, the catalyst warm-up degree is When the predetermined level has not been reached, the internal combustion engine is operated with ignition at the same timing as when the warming-up request for the purification catalyst has been made and the set traveling power is equal to or less than the output limit equivalent power. After the internal combustion engine is controlled and the catalyst warm-up level reaches the predetermined level, the internal combustion engine is operated with ignition at the same timing as when the warm-up request for the purification catalyst is not made. The internal combustion engine can be controlled as described above.

  Further, in the hybrid vehicle of the present invention, when the warming-up request for the purification catalyst is made and the set traveling power is larger than the output limit equivalent power, the control means uses the set traveling power. It may be a means for controlling the internal combustion engine and the electric motor so that the differential power obtained by subtracting the power corresponding to the output limitation is output from the internal combustion engine and travels with the set traveling power. it can.

  Alternatively, in the hybrid vehicle of the present invention, a generator capable of exchanging electric power with the battery and capable of inputting and outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft connected to an axle A planetary gear mechanism in which three rotating elements are connected to three shafts of the motor, the electric motor is attached to any axle of the vehicle so as to be able to output power, and the control means It can also be a means for controlling the generator during operation.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30 when traveling while outputting power from the engine 22. FIG. 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 detects signals from various sensors that detect the state of the engine 22, for example, the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. Cooling water temperature Tw from water temperature sensor 142, in-cylinder pressure from a pressure sensor (not shown) installed in the combustion chamber, intake cam shaft for opening and closing intake valve 128 for intake and exhaust to the combustion chamber, and exhaust cam shaft for opening and closing the exhaust valve The cam angles θci and θco from the cam position sensor 144 for detecting the rotational position of the engine, the throttle opening TH from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, and the intake from the air flow meter 148 attached to the intake pipe. Air volume a, the intake air temperature Tin from the temperature sensor 149 also attached to the intake pipe, the catalyst temperature Tc from the temperature sensor 134b for detecting the temperature of the purification catalyst 134a, the air-fuel ratio AF from the air-fuel ratio sensor 135a, and the oxygen sensor 135b An oxygen signal Vo or the like is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140, and the intake air amount Qa from the air flow meter 148 and the rotational speed of the engine 22. The volume efficiency (ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated based on the number Ne, and the cam for the crank angle θcr from the crank position sensor 140 is calculated. The opening / closing timing VT of the intake valve 128 is calculated based on the angle (θci−θcr) of the cam angle θci of the intake camshaft of the intake valve 128 from the position sensor 144.

  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 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.

  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 134a of the purification device 134 will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, the catalyst temperature Tc, the output limit Wout of the battery 50, and the catalyst warm-up request flag Fc indicating whether or not the warm-up request for the purification catalyst 134a has been made are executed (step S100). ). Here, the catalyst temperature Tc detected by the temperature sensor 134b is input from the engine ECU 24 by communication. Further, 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. It was supposed to be. The output limit Wout of the battery 50 is set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication. The catalyst warm-up request flag Fc is when the catalyst temperature Tc from the temperature sensor 134b is lower than the activation temperature Tcact (for example, 400 ° C., 420 ° C., 450 ° C., etc.) that the purification catalyst 134a is assumed to be activated. When the value 1 is set and the catalyst temperature Tc from the temperature sensor 134b is equal to or higher than the activation temperature Tcact, the value set to 0 is input from the engine ECU 24 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And 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. 4 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). Hereinafter, the case where the catalyst warm-up request flag Fc is the value 0, that is, the time when the warm-up request for the purification catalyst 134a is not made will be described. A case where a warm-up request is made will be described.

  Necessary to charge / discharge the battery 50 set based on the remaining capacity (SOC) of the battery 50 when the catalyst warm-up request flag Fc is 0, that is, when the warm-up request of the purification catalyst 134a is not made. The power obtained by subtracting the required charge / discharge power Pb * (a positive value when discharged from the battery 50) from the travel power Pdrv * is set as the required power Pe * (step S170), and the engine 22 The target engine speed Ne * and the target torque of the engine 22 are obtained by using the operation line for efficiently operating the engine 22 as a restriction between the engine speed Ne and the torque Te and the required power Pe * set. Te * is set (step S180), and the set target rotational speed Ne * and target torque Te * of the engine 22 are set to the engine E. Transmitted to U24 (step S210). FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant required power Pe * (Ne * × Te *). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * also takes in the intake air 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 quantity control, fuel injection control, ignition control, and open / close timing control are performed. Specifically, a throttle opening (hereinafter referred to as a fuel efficiency throttle opening) THe and an ignition timing (hereinafter referred to as a fuel efficiency throttle opening) for efficiently operating the engine 22 at an operation point consisting of the target rotational speed Ne * and the target torque Te *. TFE and the opening / closing timing of the intake valve 128 (hereinafter referred to as fuel consumption opening / closing timing) VTe are set as the target throttle opening TH *, target ignition timing TF *, and target opening / closing timing VT *, respectively. The target fuel injection amount Qf * corresponding to the intake air amount Qa is set by multiplying the intake air amount Qa by the fuel injection coefficient τ, and the throttle motor 136 is driven and controlled so that the throttle opening TH becomes the target throttle opening TH *. As a result, the intake air amount control is performed so that the fuel is injected with the target fuel injection amount Qf *. The fuel injection control is performed by controlling the fuel injection valve 126, the ignition control is performed by controlling the ignition coil 138 so that ignition is performed at the target ignition timing TF *, and the opening / closing timing VT of the intake valve 128 is the target. Opening / closing timing control is performed by drivingly controlling the variable valve timing mechanism 150 so as to be the opening / closing timing VT *.

  Subsequently, using the 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 target of the motor MG1 is expressed by the following equation (1). Formula (2) 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. To calculate the torque command Tm1 * of the motor MG1 (step S220). FIG. 6 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling while outputting power from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. 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.

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

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260), and this routine ends. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 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 *. .

  When the catalyst warm-up request flag Fc is the value 1 in step S120, that is, when the warm-up request for the purification catalyst 134a is made, the conversion power kd for converting the power Pdrv * for traveling into the power of the drive system is set as the conversion power kd. The output limit equivalent power (kw · Wout) obtained by multiplying the output limit Wout of the battery 50 is compared (step S130).

  When the traveling power Pdrv * is equal to or less than the output limit equivalent power (kw · Wout), the rotational speed Nset and the torque Tset at the operation point for warming up the purification catalyst 134a (operation point suitable for warming up the purification catalyst 134a) Is set to the target rotational speed Ne * and target torque Te * of the engine 22 (step S140), and the ignition timing retard command and the throttle opening increase command are set together with the set target rotational speed Ne * and target torque Te * of the engine 22. And the opening / closing timing advance command are transmitted to the engine ECU 24 (step S190), the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the motor ECU 40 by the processing of steps S220 to S260 described above, This routine ends. Here, as the rotation speed Nset, for example, a lower limit value (for example, 1000 rpm, 1200 rpm, 1300 rpm) or a slightly larger value when the engine 22 is operated can be used. As the torque Tset, for example, A value of 0 or a value slightly larger than that can be used. The ignition timing retard command is a command for setting the target ignition timing TF * used for ignition control to a timing later than the fuel consumption ignition timing TFe, and the throttle opening increase command is a target used for intake air amount control. This is a command for making the throttle opening TH * larger than the throttle opening THe for fuel consumption. The opening / closing timing advance command sets the target opening / closing timing VT * used for opening / closing timing control to be higher than the fuel consumption opening / closing timing VTe. This is a command to make the timing earlier. The engine ECU 24 having received the ignition timing retard command and the throttle opening increase command together with the target rotational speed Ne * and the target torque Te * of the engine 22 sets the opening larger than the fuel throttle opening THe to the target throttle opening TH. The intake air amount control is performed by setting * and the ignition timing is controlled by setting the timing later than the fuel consumption ignition timing TFe as the target ignition timing TF *, and the timing earlier than the fuel consumption opening / closing timing TFe is set to the target opening / closing timing VT. Set as * to perform opening / closing timing control. The fuel injection amount control is performed by setting the target fuel injection amount Qf * according to the intake air amount Qa, as described above. Since the time when the purification catalyst 134a is requested to warm up is considered, the target ignition timing TF * is a timing suitable for warming up the purification catalyst 134a within a range later than the fuel consumption ignition timing TFe ( (Hereinafter referred to as catalyst warm-up ignition timing) TFc may be used, and the target throttle opening TH * and the target opening / closing timing VT * may be used as the target ignition timing TF * instead of the fuel consumption ignition timing TFe. A correction value ΔTH or a correction value ΔVT determined so as to compensate for a decrease in output power from the engine 22 by using the time TFc, and an opening or correction value that is larger than the fuel throttle opening THe by the correction value ΔTH. A timing earlier than the fuel consumption opening / closing timing VTe may be used by ΔVT. In this manner, the warming-up of the purification catalyst 134a can be promoted by delaying the ignition timing as compared to when the purification catalyst 134a is not requested to warm up. Further, since the decrease in output power from the engine 22 is compensated by increasing the throttle opening or by opening / closing the intake valve 128 earlier, the engine 22 can be set to the target rotational speed Ne * and the target torque Te *. The purifying catalyst 134a can be warmed up while operating at or near the operating point.

  When the travel power Pdrv * is greater than the output limit equivalent power (kw · Wout) in step S130, the difference power (Pdrv * −kw ·) obtained by subtracting the output limit equivalent power (kw · Wout) from the travel power Pdrv *. Wout) is set as the required power Pe * to be output from the engine 22 (step S150), and the rotational speed and torque obtained by the above-described FIG. The target rotational speed Ne * and the target torque Te * are set (step S160), and the catalyst temperature Tc is determined as to whether or not the catalyst warm-up degree, which is the progress of the warm-up of the purification catalyst 134a, has reached a predetermined predetermined level. Is compared with a threshold value Tcref for determining (step S200). The threshold value Tcref is, for example, the catalyst temperature Tc detected by the temperature sensor 134b when it is assumed that a part of the purification catalyst 134a (for example, a portion around the end face on the upstream side of the purification catalyst 134a) is activated. For example, 180 ° C., 200 ° C., 220 ° C., or the like can be used. The portion around the upstream end face of the purification catalyst 134a is illustrated as a part of the purification catalyst 134a because the temperature of the upstream side of the purification catalyst 134a rises more than the downstream side during the operation of the engine 22. This is because it is easy to activate.

  When the catalyst temperature Tc is lower than the threshold value Tcref, an ignition timing retard command, a throttle opening increase command, and an opening / closing timing advance command are transmitted to the engine ECU 24 together with the target engine speed Ne * and the target torque Te * (step). S190), the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the motor ECU 40 by the processing of steps S220 to S260 described above, and this routine is terminated. When the catalyst temperature Tc is equal to or higher than the threshold value Tcref Then, the target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24 (step S200), and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set by the processing of steps S220 to S260 described above to set the motor ECU 40. To end this routine. That is, when the warming-up request for the purification catalyst 134a is made and the traveling power Pdrv * is greater than the output limit equivalent power (kw · Wout), and the catalyst temperature Tc is less than the threshold value Tcref, the warming-up request for the purification catalyst 134a In the same manner as when the traveling power Pdrv * is equal to or less than the output limit equivalent power (kw · Wout), the engine 22 is operated with ignition at the catalyst warm-up ignition timing TFc, and the catalyst temperature Tc is the threshold value. When the temperature is equal to or greater than Tcref, the engine 22 is operated with ignition at the fuel efficiency ignition timing TFe, as in the case where the warm-up request for the purification catalyst 134a is not made. When the catalyst temperature Tc is less than the threshold value Tcref (when the warming-up of the purification catalyst 134a is not progressing so much), when the catalyst temperature Tc is equal to or higher than the activation temperature Tcact (the warming-up of the purification catalyst 134a is completed). Therefore, it is assumed that the purification ability of the purification catalyst 134a is significantly lower than that of the catalyst), and therefore, by performing ignition at the catalyst warm-up ignition timing TFc, the emission of the fuel can be reduced compared to that performing ignition at the fuel consumption ignition timing TFe. The warm-up of the purification catalyst 134a can be promoted while suppressing deterioration. On the other hand, when the catalyst temperature Tc is equal to or higher than the threshold value Tcref (when the warming-up of the purification catalyst 134a proceeds to some extent), the purification capability of the purification catalyst 134a is improved to some extent as compared with when the catalyst temperature Tc is lower than the threshold value Tcref. Therefore, even if the ignition timing is advanced, it is assumed that the emission does not deteriorate so much. Therefore, by igniting at the fuel consumption ignition timing TFe, compared with the one that performs ignition at the catalyst warm-up ignition timing TFc, The operating efficiency and responsiveness of the engine 22 can be improved. Of course, when the warm-up request for the purification catalyst 134a is made and the traveling power Pdrv * is larger than the output limit equivalent power (kw · Wout), the differential power (Pdrv * −kw · Wout) is output from the engine 22. Since the engine 22 is controlled, it is possible to suppress the deterioration of the emissions as compared with the case where the engine 22 is controlled so that the traveling power Pdrv * is output from the engine 22.

  According to the hybrid vehicle 20 of the embodiment described above, when the warm-up request for the purification catalyst 134a is made and the traveling power Pdrv * is greater than the output limit equivalent power (kw · Wout), the catalyst temperature Tc is the threshold value Tcref. When the temperature is less than the threshold value Tcref, the power is output from the engine 22 with ignition at the catalyst warm-up ignition timing TFc that is later than the fuel efficiency ignition timing TFe when the catalyst temperature Tc is equal to or higher than the threshold Tcref. Since engine 22 and motors MG1 and MG2 are controlled to run with power, warming up of purification catalyst 134a can be promoted while suppressing deterioration of emissions. In addition, when the warming-up request of the purification catalyst 134a is made and the traveling power Pdrv * is larger than the output limit equivalent power (kw · Wout), when the catalyst temperature Tc is equal to or higher than the threshold Tcref, the fuel consumption ignition timing TFe is reached. Since the engine 22 is operated with ignition, the operation efficiency and responsiveness of the engine 22 can be improved.

  In the hybrid vehicle 20 of the embodiment, when the warm-up request for the purification catalyst 134a is made and the travel power Pdrv * is greater than the output limit equivalent power (kw · Wout), the catalyst warm-up is performed when the catalyst temperature Tc is less than the threshold value Tcref. The engine 22 is operated with ignition at the engine ignition timing TFc, and when the catalyst temperature Tc is equal to or higher than the threshold value Tcref, the engine 22 is operated with ignition at the fuel efficiency ignition timing TFe. The engine ignition timing TFc and the fuel consumption ignition timing TFe are not limited to the engine ignition timing TFe. For example, when the catalyst temperature Tc is less than the threshold value Tcref, the engine is ignited at a timing slightly earlier than the catalyst warm-up ignition timing TFc. 22 or when the catalyst temperature Tc is equal to or higher than the threshold value Tcref. When the catalyst temperature Tc is lower than the threshold value Tcref, such as when the engine 22 is operated with ignition at a slow timing, the internal combustion is performed with ignition at a later timing than when the catalyst temperature Tc is equal to or higher than the threshold value Tcref. It does not matter as long as it operates the engine.

  In the hybrid vehicle 20 of the embodiment, when the target ignition timing TF * used for ignition control is set to a timing later than the fuel efficiency ignition timing TFe (in the embodiment, the catalyst warm-up ignition timing TFc), the intake air amount control is performed. The target throttle opening TH * used is set to an opening larger than the fuel consumption throttle opening THe, and the target opening / closing timing VT * used for the opening / closing timing control is set to a timing earlier than the fuel consumption opening / closing timing VTe. Although the target throttle opening TH * is set to be larger than the fuel efficiency throttle opening THe, the target opening / closing timing VTe may be set to the target opening / closing timing VT *. The target throttle is opened, although the timing is earlier than the fuel efficiency opening / closing timing VTe. The fuel efficiency throttle opening THe may be set for TH *, the fuel efficiency throttle opening THe is set for the target throttle opening TH *, and the fuel efficiency opening / closing timing VTe is set for the target opening / closing timing VT *. It may be a thing. When a variable valve lift amount mechanism capable of changing the lift amount of the intake valve 128 is provided instead of or in addition to the variable valve timing mechanism 150 capable of changing the opening / closing timing of the intake valve 128, the target opening / closing timing VT * is changed. Instead of or in addition, the target lift amount as the lift amount target value may be changed.

  In the hybrid vehicle 20 of the embodiment, when the warm-up request of the purification catalyst 134a is made and the traveling power Pdrv * is larger than the output limit equivalent power (kw · Wout), the differential power (Pdrv * −kw · Wout) is the engine. The engine 22 is controlled so as to be output from the engine 22, but any engine that controls the engine 22 so that power is output from the engine 22 may be used. For example, the engine 22 is slightly more than the differential power (Pdrv * −kw · Wout). The engine 22 may be controlled such that a small power or a large power is output from the engine 22, or the engine 22 may be controlled so that the traveling power Pdrv * is output from the engine 22.

  In the hybrid vehicle 20 of the embodiment, the threshold value Tcref is the catalyst temperature Tc when it is assumed that a part of the purification catalyst 134a (for example, a part around the end face on the upstream side of the purification catalyst 134a) is activated. When used, but it is assumed that the emission does not deteriorate so much even if the engine 22 is operated with ignition at a timing earlier than the catalyst warm-up ignition timing TFc (in the embodiment, fuel efficiency ignition timing TFe). Or the catalyst temperature Tc when the purification capability of the purification catalyst 134a is assumed to be improved to some extent.

  In the hybrid vehicle 20 of the embodiment, it is determined using the catalyst temperature Tc whether or not the catalyst warm-up level, which is the progress of warm-up of the purification catalyst 134a, has reached a predetermined level. The determination is made using parameters other than the catalyst temperature Tc, for example, the time during which the purification catalyst 134a continues to be warmed up, the warmed-up state of the engine 22 estimated from the ignition timing, the integrated value of the intake air amount Qa, and the like. It may be a thing.

  In the hybrid vehicle 20 of the embodiment, the catalyst temperature Tc is detected by the temperature sensor 134b attached to the purification device 134. However, the temperature sensor 134b is not provided, and the integrated value of the intake air amount Qa, the intake air temperature Tin, the cooling is not provided. The temperature of the purification catalyst 134a may be estimated based on the water temperature Tw or the like.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) 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. 35, the motor MG is connected to the drive shaft connected to the drive wheels 63a and 63b via the transmission 230, as illustrated in the hybrid vehicle 220 of the modified example of FIG. 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. 9, 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, 63b are connected (the axle connected to the wheels 64a, 64b in FIG. 9). 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 in which the purification device 134 having the purification catalyst 134a is attached to the exhaust system corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, the battery 50 corresponds to the “battery”, An output limit Wout that is the maximum allowable power that may be discharged from the battery 50 based on the remaining capacity (SOC) of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor and the battery temperature Tb of the battery 50 The battery ECU 52 to be calculated corresponds to “output limit setting means”, sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, and multiplies the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. 3 for setting the driving power Pdrv * as a value obtained by adding a loss Loss as a loss. The hybrid electronic control unit 70 that executes the processing of step S110 corresponds to “traveling power setting means”, the warming-up request for the purification catalyst 134a is made, and the traveling power Pdrv * is the output limit equivalent power (kw · Wout). When the catalyst temperature Tc is lower than the threshold value Tcref, the engine 22 is ignited with ignition at the catalyst warm-up ignition timing TFc that is later than the fuel consumption ignition timing TFe when the catalyst temperature Tc is equal to or higher than the threshold Tcref. A target rotational speed Ne *, a target torque Te *, and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set so that the engine 22 travels with power based on the traveling power Pdrv * while the power is output. Target engine speed Ne *, target torque Te *, and ignition timing retardation command 4 and the torque control signals Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The hybrid electronic control unit 70 executes the processing after step S120 of the drive control routine of FIG. ECU 24 for controlling engine 22 based on target rotational speed Ne *, target torque Te * and ignition timing retard command, and motor MG1, based on received torque commands Tm1 *, Tm2 * of motors MG1, MG2. The motor ECU 40 that controls the MG 2 corresponds to a “control unit”.

  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, but a purification device having a purification catalyst that purifies exhaust gas such as a hydrogen engine. Any type of internal combustion engine may be used as long as it is attached to the exhaust system and can output traveling power. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction motor that can output traveling power. The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and may be any type of battery as long as it can exchange electric power with the electric motor. The “output limit setting means” is not limited to the one that calculates the output limit Wout based on the remaining capacity (SOC) of the battery 50 and the battery temperature Tb of the battery 50, but the remaining capacity (SOC) and the battery. In addition to the temperature Tb, for example, calculation based on the internal resistance of the battery 50 or the like may be used as long as it sets an output limit that is the maximum power that can be output from the battery according to the state of the battery. . 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. As the “control means”, when the warming-up request of the purification catalyst 134a is made and the traveling power Pdrv * is larger than the output limit equivalent power (kw · Wout), and the catalyst temperature Tc is less than the threshold value Tcref, the catalyst temperature The engine travels with power based on the travel power Pdrv * while power is output from the engine 22 with ignition at the catalyst warm-up ignition timing TFc that is later than the fuel efficiency ignition timing TFe when the Tc is equal to or greater than the threshold Tcref. 22 is not limited to controlling motor 22 and motors MG1 and MG2, but is limited to an output limit in which the travel power required for traveling is the maximum power that can be output from the battery when the purification catalyst is requested to warm up. The catalyst warm-up, which is the progress of the warm-up of the purification catalyst when the power is equivalent to the corresponding output limit When the temperature does not reach a predetermined level, the vehicle is driven by power based on the driving power while being output from the internal combustion engine with ignition at a later timing than after the catalyst warm-up level reaches the predetermined level. As long as it controls the internal combustion engine and the electric motor, it does not matter.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. 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 is applicable to the hybrid vehicle manufacturing industry.

  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 (4)

An internal combustion engine having a variable valve timing mechanism capable of changing the opening and closing timing of the intake valve;
A purification device for purifying the exhaust gas of the internal combustion engine;
An electric motor capable of outputting traveling power;
A secondary battery capable of exchanging electric power with the electric motor,
Operating the internal combustion engine with the ignition timing upstream of the exhaust of the purification device as a retard side of the ignition timing during warm-up of the exhaust of the purification device downstream of the exhaust ;
Further, the internal combustion engine is operated with the ignition timing after warm-up on the downstream side of the exhaust of the purification device as an advance side with respect to the ignition timing during warm-up on the downstream side of the exhaust of the purification device,
A hybrid vehicle characterized by that. The hybrid vehicle according to claim 1,
A power setting unit for driving that sets the power for driving required for driving;
When the traveling power is greater than the outputable power that can be output from the secondary battery , the ignition timing during the warming-up of the exhaust upstream of the purifier is set to the warm-up of the purifier downstream of the exhaust. Be retarded from the ignition timing inside,
When the traveling power is equal to or lower than the outputable power that can be output from the secondary battery, the warming of the purification device upstream of the exhaust and the warming of the purification device downstream of the exhaust Make the ignition timing of the internal combustion engine the same,
A hybrid vehicle characterized by that. A hybrid vehicle according to claim 1 or 2,
During warm-up of the exhaust upstream of the purifier, the throttle opening of the internal combustion engine is controlled to be greater than during warm-up of the exhaust downstream of the purifier.
A hybrid vehicle characterized by that. A hybrid vehicle according to any one of claims 1 to 3,
During warming up of the exhaust gas upstream of the purification device, control is performed to open and close the intake valve of the internal combustion engine at an earlier timing than during warming up of the exhaust gas downstream of the purification device.
A hybrid vehicle characterized by that.

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