JP5808997B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control device for a hybrid vehicle that controls a vehicle drive system when regenerating a filter (DPF) that collects and removes particulate matter (PM) in the exhaust of an engine of the hybrid vehicle. .

  Automobiles (hereinafter also referred to as vehicles) equipped with diesel engines (hereinafter also referred to simply as engines) usually include particulate matter such as soot in the exhaust (hereinafter referred to as PM). In order to prevent this from being directly released into the atmosphere, a filter called a particulate filter (hereinafter referred to as DPF) that collects PM is provided in the exhaust passage of the engine.

There is a limit to the amount of PM collected by the DPF (PM accumulation amount), and the exhaust pressure increases as the PM accumulation amount increases, resulting in deterioration of fuel consumption. If the PM accumulation amount exceeds the reference value Then, DPF regeneration processing for removing PM accumulated in the DPF is performed. In this regeneration process, the temperature of the DPF is raised to burn and remove PM deposited on the DPF. As a method for raising the exhaust temperature, for example, there is a catalyst method. In this method, a powerful oxidation catalyst is placed in front of the filter, and nitrogen oxide (NOx) in the exhaust is further reduced by nitrogen dioxide (NO ₂ ). The PM is burned with the strong oxidation performance of nitrogen dioxide.

  On the other hand, a hybrid vehicle equipped with such an engine and a motor generator (hereinafter also referred to as a motor) as a vehicle drive source has been developed. Patent Document 1 discloses a battery that is used when a DPF is regenerated in a hybrid vehicle. There has been proposed a technique capable of rapidly raising the temperature without causing overcharging.

  In this technology, when the temperature rise request for regeneration of the DPF is low, if the battery charge amount SOC is low, the engine is driven to generate electric power, and the exhaust temperature is raised by high-load operation of the engine. When the battery charge SOC reaches a high level, an increase in the exhaust gas temperature due to the delay of the fuel injection timing in the engine is used together to reduce the amount of power generation and prevent overcharge.

JP 2007-230475 A

  By the way, when the DPF is regenerated, it is desired to quickly raise the temperature of the DPF and complete the regeneration in a short time. In the case of a hybrid vehicle, the engine and the motor can be selected as the driving source for driving the vehicle. For example, if the assist amount of the motor is decreased and the engine load is increased, the exhaust temperature rises quickly. The temperature rise performance of the DPF is also improved.

  In particular, some hybrid vehicles have a vehicle drive system in which an engine, a power connection / disconnection clutch, a motor, a transmission, and a drive wheel are arranged in this order, and the power of the engine can be cut off by disconnection of the clutch. However, in this case, from the viewpoint of suppressing noise and exhaust in an urban area, at the time of start of the vehicle, traveling control of the vehicle is performed by using the motor as a drive source to reduce or eliminate the engine load. In this case, depending on how the control elements such as the engine, the clutch, the motor, and the transmission are controlled, there is a difference in improving the temperature rise performance of the DPF.

  The present invention has been made in view of such a problem, and an object of the present invention is to provide a control device for a hybrid vehicle that can raise the temperature of the DPF more effectively during DPF regeneration.

In order to achieve the above object, the hybrid vehicle control device of the present invention includes an engine, a power connection / disconnection clutch, a motor generator, a transmission, and a drive wheel arranged in this order. A vehicle drive system capable of shutting off the power of the engine; a filter (DPF) for collecting particulate matter (PM) in the exhaust gas in an exhaust system of the engine; and a control means for controlling the vehicle drive system. And a control device for controlling the hybrid vehicle, wherein the control means connects the clutch only when the vehicle including creeping travels and when there is a request for regeneration of the filter. It is characterized in that the gear position is switched to a gear position on the lower speed side than the normal start gear position.

  The control means connects the clutch when there is a regeneration request of the filter when a motor creep is generated that generates a creep torque by a driving force of the motor generator for creeping the vehicle. It is preferable to switch to engine creep that generates creep torque by the driving force of the engine.

  According to the control apparatus for a hybrid vehicle of the present invention, when there is a filter regeneration request at the start of the vehicle, the clutch is connected and the transmission gear position is set to a lower gear position than the normal starting gear position. Therefore, the engine output can be used by connecting the clutch, and the engine can be started at a relatively high engine speed by adopting the low speed gear stage, and the engine output (load) can be increased. The temperature of the exhaust gas is increased by this amount and the temperature of the filter (DPF) is increased. Thereby, the regeneration of the filter is completed promptly.

  In addition, if there is a request to regenerate the filter at the time of motor creep, where creep torque is generated by the driving force of the motor generator for creeping the vehicle, the clutch is connected and the creep torque is increased from the motor creep by the driving force of the engine. When switching to the generated engine creep, the engine output (load) is increased, and the temperature of the exhaust is increased by this amount to promote the temperature rise of the filter. Thereby, the regeneration of the filter is completed promptly.

It is a block diagram which shows the control apparatus of the hybrid vehicle concerning one Embodiment of this invention with the drive system of the hybrid vehicle. It is a time chart explaining the control content by the control apparatus of the hybrid vehicle concerning one Embodiment of this invention. It is a flowchart explaining the control content by the control apparatus of the hybrid vehicle concerning one Embodiment of this invention.

Hereinafter, a control apparatus for a hybrid vehicle according to an embodiment of the present invention will be described with reference to FIGS.
The hybrid vehicle according to the present embodiment is described as being applied to a large vehicle such as a truck or a bus. However, the present invention is not limited to a large vehicle and can be widely applied to a vehicle (hereinafter also referred to as a vehicle). It is. In addition, the hybrid vehicle is configured as a parallel hybrid vehicle in which either one or both of an engine (internal combustion engine) and a motor (motor generator) can be used as a vehicle driving source.

[Configuration of power train (drive system)]
FIG. 1 is a schematic configuration diagram showing a control apparatus for a hybrid vehicle according to this embodiment together with a power train (drive system). As shown in FIG. 1, the hybrid vehicle includes a motor generator (hereinafter simply referred to as “motor”) 2 via an output shaft (rotary shaft) 1 a of an engine (internal combustion engine) 1 via a power connection / disconnection clutch 3. The rotary shaft 2a is mounted, the input shaft 4a of the transmission 4 is directly connected to the rotary shaft 2a of the motor 2, and both or one of the engine 1 and the motor 2 can be used as a vehicle driving source. It is configured as a hybrid vehicle.

Further, an automatic clutch that is connected and disconnected by a clutch actuator (not shown) is used for the clutch 3, and a mechanical automatic transmission that can change the gear position by a gear shift unit (not shown) is used for the transmission 4. The output shaft 4 b of the transmission 4 is connected to the left and right drive wheels 8 via a propeller shaft 5, a differential 6, and a drive shaft 7.
Therefore, when the clutch 3 is connected, both the output shaft 1a of the engine 1 and the rotating shaft 2a of the motor 2 can be mechanically connected to the drive wheels 8, and when the clutch 3 is disconnected, the motor 2 Only the rotary shaft 2a can be mechanically connected to the drive wheel 8.

  The motor 2 operates as a motor (electric motor) when the DC power stored in the battery 19 is converted into AC power by the inverter 20 and supplied, and the driving force is adjusted to a speed corresponding to the gear stage by the transmission 4. After the speed is changed, it is transmitted to the drive wheel 8. Further, when the vehicle decelerates, the motor 2 operates as a generator (generator), and the kinetic energy generated by the rotation of the drive wheels 8 is transmitted to the motor 2 through the transmission 4 and converted into AC power, thereby generating a regenerative braking force. Occur. Then, this AC power is converted into DC power by the inverter 20, and then charged in the battery 19. The kinetic energy due to the rotation of the drive wheels 8 is recovered as electric energy.

  On the other hand, the driving force of the engine 1 is transmitted to the transmission 4 via the rotating shaft 2a of the motor 2 when the clutch 3 is connected, and is transmitted to the drive wheels 8 after being shifted to an appropriate speed. It is like that. Therefore, when the motor 2 operates as a motor when the driving force of the engine 1 is transmitted to the driving wheels 8, the driving force of the engine 1 and the driving force of the motor 2 are transmitted to the driving wheels 8, respectively. . That is, a part of the drive torque to be transmitted to the drive wheels 8 for driving the vehicle is supplied from the engine 1 and the remaining part is supplied from the motor 2.

  When the charging rate of the battery 19 (hereinafter also referred to as SOC) decreases and the battery 19 needs to be charged, the motor 2 operates as a generator, and the motor 2 is operated using a part of the driving force of the engine 1. Power is generated by driving, and the generated AC power is converted into DC power by the inverter 20 and then the battery 19 is charged.

Further, an exhaust purification device 11 is interposed in the exhaust passage 10 of the engine 1. The exhaust purification device 11 is provided with an oxidation catalyst 12 and a diesel particulate filter (hereinafter abbreviated as DPF or filter) 13 in the casing from the upstream. The oxidation catalyst 12 oxidizes HC (hydrocarbon), CO (carbon monoxide), and NOx (nitrogen oxide) in the exhaust. Among these, oxidation of NOx makes NOx more NO ₂ (nitrogen dioxide). When there is a regeneration request for the DPF 13, the PM can be burned with the strong oxidation performance of NO ₂ by raising the temperature of the DPF 13 to a predetermined temperature range where PM can be burned.

[Configuration of control system for powertrain]
The control of the engine 1, the clutch 3, the motor 2, and the transmission 4 in such a power train will be described.

  An engine ECU 21 for controlling the engine 1, an inverter ECU 22 for controlling the inverter 20 of the motor 2, a battery ECU 23 for controlling the battery 19, and a transmission ECU 24 for controlling the transmission 4 are provided. A vehicle ECU (control means) 25 is provided for integrated control of the vehicle through the engine ECU 21, the inverter ECU 22, the battery ECU 23, and the transmission ECU 24. The vehicle ECU 25 also controls the connection / disconnection of the clutch 3. Each of the ECUs 21 to 25 is a computer that includes a memory (ROM, RAM), a CPU, and the like.

The vehicle ECU 25 performs various operations such as the control state, start of the vehicle, acceleration, deceleration, and the like according to the operation state information of the vehicle and the engine 1 and the information from the engine ECU 21, the inverter ECU 22, the battery ECU 23, and the transmission ECU 24. Integrated control for appropriately operating the engine 1, the electric motor 2, and the clutch 3 in accordance with the state is performed.
At this time, the vehicle ECU 25 sets a torque to be generated by the engine 1 (engine torque) and a torque to be generated by the motor 2 (motor torque). The torque to be generated by the motor 2 has a positive value when the motor 2 is operated as an electric motor, and has a negative value when the motor 2 is operated as a generator.

  The engine ECU 21 performs various controls necessary for the operation of the engine 1 itself, such as start / stop control of the engine 1, idle control, or regeneration control of the exhaust purification device 11, and is necessary for the engine 1 set by the vehicle ECU 25. The fuel injection amount and injection timing of the engine 1 are controlled so that the engine 1 generates the generated torque (engine torque).

  The inverter ECU 22 controls the operation of the motor 2 by operating the motor 2 or the generator, by controlling the inverter 20 based on the torque (motor torque) set by the vehicle ECU 25 to be generated by the motor 2.

  The battery ECU (battery charge rate detection means) 23 detects the temperature of the battery 19, the voltage of the battery 19, the current flowing between the inverter 20 and the battery 19, and the SOC of the battery 19 is determined from these detection results. The obtained SOC is sent to the vehicle ECU 25 together with the detection result.

  The transmission ECU 24 is connected to a change lever unit, a parking brake switch, a brake switch (stop lamp switch), a vehicle ECU 25, and the like (not shown), and each signal is input thereto. The transmission ECU 24 transmits the transmission 4 based on the vehicle speed V detected by the vehicle speed sensor (vehicle speed detection means) 32 and the engine load (engine required torque) T requested by the vehicle ECU (control means) 25 during normal travel. The gear shift unit is switched by controlling the operation of the gear shift unit.

  Further, at the time of starting and creep running, which are characteristic of the present invention, the starting shift speed (starting speed) is set based on the vehicle weight and the road gradient (front and rear inclination of the road surface). The start stage set by the start stage change information from the vehicle ECU 25 is changed. The vehicle weight can be acquired as detection information from the vehicle weight sensor, and the road gradient can be acquired as detection information from the inclination sensor. The vehicle weight can also be estimated from the road gradient and the acceleration of the vehicle. The starting stage is usually the third speed (also referred to simply as the third speed), and when the vehicle weight is large or the road gradient is an ascending gradient above a certain level and the starting torque is greater than a reference value, First speed (simply referred to as first speed) or second speed (simply referred to as second speed) is used.

  Further, an accelerator operation state, that is, an accelerator pedal position sensor (accelerator state detecting means, hereinafter also referred to as “APS”) 31 for detecting an accelerator pedal depression amount (accelerator opening) AP, and a vehicle speed for detecting a vehicle speed V A sensor (vehicle speed state detection means) 32 and a brake pedal position sensor (brake state detection means, hereinafter also referred to as “BPS”) 33 for detecting a brake operation state, that is, a brake pedal depression state BP, are further provided. The detection information from the APS 31, the vehicle speed sensor 32, and the BPS 33 and the SOC information from the battery ECU 23 as the battery charge rate detection means are sent to the vehicle ECU 25.

  In the vehicle ECU 25, the required torque T required for the vehicle is calculated mainly based on the accelerator pedal opening AP, and the required torque T is distributed and set between the motor torque Tm and the engine torque Te based on the charging rate SOC. Each calculated torque is output to the engine ECU 21 and the inverter ECU 22. The required torque T is also taken into account the torque required from the in-vehicle accessories.

In the vehicle ECU 25, if the charging rate SOC is equal to or greater than the reference amount, all of the required torque T is converted into the motor torque Tm as long as the required torque T does not exceed the maximum torque Tm _MAX that can be generated by the motor 2 or a set torque close thereto. When the required torque T exceeds the maximum torque Tm _MAX or a set torque close to the maximum torque Tm _MAX , the required torque T is assigned to the motor torque Tm and the engine torque Te. And engine 1 running together. During this combined traveling, the engine torque Te is preferably set to a value in the vicinity of the best fuel efficiency region, and the remainder is allocated to the motor torque Tm.

  If the charging rate SOC is less than the reference amount, all of the required torque T is allocated to the engine torque Te and the engine runs alone. Depending on the state of decrease of the charging rate SOC, the motor 2 is generated by setting the engine torque Te to the required torque T. The battery is charged as a value obtained by adding a driving torque for power generation that is driven as follows.

In particular, when starting (including when driving at a low speed), in principle, the clutch 3 is disengaged and the motor is driven solely on condition that the charging rate SOC is equal to or greater than a reference amount.
However, when there is a regeneration request for the DPF 13, a specific control for the engine 1, clutch 3, motor 2 and transmission (control during DPF regeneration) is performed to raise the temperature of the DPF 13 to a predetermined temperature range where PM can be combusted. ).

[Control during DPF regeneration]
The vehicle ECU 25 has a function for determining regeneration of the DPF 13 (DPF regeneration determination means) 25a and a function for performing regeneration control of the DPF 13 (DPF regeneration control means) 25b. The DPF regeneration determination means 25a is a PM accumulation amount of the DPF 13. Is estimated to have reached the limit amount or a reference amount close to the limit amount, it is determined that regeneration of the DPF 13 is necessary, and the DPF regeneration control means 25b needs regeneration of the DPF 13 by the DPF regeneration determination means 25a. If it is determined, regeneration control of the DPF 13 for burning and releasing the PM deposited on the DPF 13 is performed.

In the regeneration control of the DPF 13, post-injection is performed by an injector (not shown) of the engine, and combustion (oxidation) of the post-injected fuel in the oxidation catalyst 12 and nitrogen oxide (NOx) in the exhaust gas have more nitrogen dioxide (NO ₂ ). The PM is burned with the strong oxidation performance of nitrogen dioxide.
Further, when it is estimated that the PM accumulation amount of the DPF 13 has decreased to 0 or substantially 0 by the regeneration process of the DPF 13, the DPF regeneration determination means 25a determines that the regeneration is completed, and the DPF regeneration control means 25b performs the regeneration process. finish.

There are various known techniques for estimating the amount of PM deposited on the DPF 13, and these may be applied as appropriate.
For example, during PM accumulation, information on the engine speed and engine load is obtained as engine operating state information, and the PM emission amount (mg / sec) per unit time according to the engine speed and engine load is obtained. A technique is known in which the PM accumulation amount (DPF accumulation amount corresponding to engine operation) accumulated in the DPF 13 is estimated based on a map prepared in advance and the accumulated engine operation time since the DPF 13 is new or after regeneration. .

In addition, during PM regeneration, the engine operating state, in particular, the amount of PM that departs from the DPF 13 corresponding to the fuel supply amount is estimated from the start of regeneration of the DPF 13, and the integrated value of the desorbed PM amount is greater than or equal to a predetermined value. Then, it is estimated that the PM accumulation amount has decreased to 0 or substantially 0, and it can be determined that the regeneration of the DPF 13 is completed.
In addition, the upstream pressure of the DPF 13 is detected by a pressure sensor, the downstream pressure is estimated, and the PM accumulation amount is estimated from the differential pressure between the upstream pressure and the downstream pressure. A technique is also known in which both the pressure on the side and the downstream side are detected by a pressure sensor, and the PM deposition amount (differential pressure corresponding DPF deposition amount) is estimated from these differential pressures (differential pressure across the DPF). This technique can be applied during PM deposition and PM regeneration.

  When performing regeneration control of the DPF 13, the vehicle ECU 25 operates the engine 1, the clutch 3, the motor 2, and the transmission 4 at normal times, particularly when the vehicle starts (including a slow speed called so-called creep travel). It has a function (a DPF regeneration control means) 25c that performs a unique control (a DPF regeneration control) that is different from (when the regeneration control of the DPF 13 is not performed).

  As the DPF regeneration control, the DPF regeneration control means 25c first switches the start stage (starting shift stage) of the transmission 4 to the low speed stage side from the normal time. That is, in normal times, the 3rd speed is selected as the starting stage, and the 2nd speed is selected depending on the vehicle weight and road gradient. However, during the DPF regeneration, if the starting stage is the 3rd speed in normal times, the 2nd speed is selected. If it is 2nd speed at normal time, switch to 1st speed respectively.

  Further, as the DPF regeneration control, the DPF regeneration control means 25c does not generate the creep torque by the driving force of the motor 2 (motor creep) during the so-called creep running, but the creep torque by the driving force of the engine 1. (Engine creep).

  That is, when the brake pedal is operated and the vehicle is stopped, neither motor torque nor engine torque is output to the drive wheels. However, the operation of the brake pedal is released and the accelerator pedal is depressed. If not, normally, the creep torque is given by the driving torque by the motor 2 (motor creep) on condition that the charging rate SOC is equal to or greater than the reference amount. At this time, the clutch 3 is disengaged and the engine 1 is stopped. No engine torque is output to the drive wheels 8 even if it is in an operating state. On the other hand, during DPF regeneration, motor creep is prohibited, and if the engine 1 is stopped, the engine 1 is started, the clutch 3 is connected, and switching to engine creep that applies creep torque by the driving torque of the engine 1 is performed.

  Therefore, for example, if DPF regeneration is started during the creep travel, the output torque of the motor 2 is reduced to 0 from the normal mode in which the motor creep travel is performed by disengaging the clutch 3 and operating the motor 2 alone. The motor creep is stopped (motor creep is prohibited). If the engine 1 is stopped, the engine 1 is started and the clutch 3 is connected to switch from motor creep to engine creep.

  Then, when the start operation (accelerator on) is performed, the DPF regeneration control means 25c reduces the motor assist ratio or sets the motor assist to 0 for the DPF regeneration compared to the normal time. That is, during normal operation, the motor-assisted travel is performed using the driving torque of the motor 2 as much as possible on the condition that the charging rate SOC is equal to or higher than the reference amount. However, even when the charging rate SOC is higher than the reference amount during DPF regeneration. Reduce the motor torque ratio and increase the engine torque ratio. This ratio change may be performed by, for example, multiplying the motor torque ratio by a coefficient k (0 <k <1) or multiplying the engine torque ratio by a coefficient k. Further, the ratio may be determined based on the rotation speed of the motor 2.

  Further, the DPF regeneration control means 25c also reduces the motor assist ratio for DPF regeneration compared to the normal time during travel after completion of the start. That is, during normal operation, the motor-assisted running is performed using the torque of the motor 2 as much as possible on the condition that the charging rate SOC is equal to or higher than the reference amount. However, even if the charging rate SOC is higher than the reference amount, DPF regeneration is performed. Reduce the motor torque ratio and increase the engine torque ratio. In this case as well, the coefficient may be used as described above.

[Action and effect]
Since the hybrid vehicle control device according to one embodiment of the present invention is configured as described above, for example, as shown in the flowchart of FIG. 3, control relating to DPF regeneration (filter regeneration) is performed.

  That is, as shown in FIG. 3, when it is determined in step S10 that the DPF (filter) 13 needs to be regenerated, that is, until the DPF regeneration determination unit 25a determines the start of regeneration of the DPF 13 and determines that regeneration is complete. Advances to step S20, and DPF regeneration control is performed by post injection by the injector.

Then, the process proceeds to step S30, where it is determined whether or not the vehicle is in a stopped state or a creep running (slow speed running) state. If the vehicle is not in a stopped state or a creep running (slow speed running) state, if the travel area, the process proceeds to step S90, the travel control after starting completion, that is, usually to reduce the proportion of motor Taashisuto than time, performs control to increase the proportion of the engine torque. As a result, the engine output (load) is increased, the temperature of the exhaust gas is increased by this amount, and the temperature rise of the DPF 13 is promoted. As a result, the regeneration of the DPF 13 is completed promptly.

On the other hand, if the vehicle is in the stop state or creeping travel (very low speed traveling) state, the process proceeds to step S40, the start gear of the vehicle is switched to the low speed stage side than the start gear of normal.
Here, the process proceeds to step S50, where it is determined whether or not there is a start operation (depressing the accelerator pedal, that is, the accelerator is on). If there is a start operation, the process proceeds to step S80, and the torque of the motor 2 is mainly mainly used during normal operation. The vehicle is started by using mainly the torque of the engine 1 (engine start). As a result, the engine output (load) is increased, the temperature of the exhaust gas is increased by this amount, and the temperature rise of the DPF 13 is promoted. As a result, the regeneration of the DPF 13 is completed promptly.

  On the other hand, if there is no start operation, the process proceeds to step S60, and if the creep travel condition, that is, the condition that neither the accelerator pedal is depressed nor the brake pedal is depressed (accelerator off and brake off) is established, the process proceeds to step S70 and creep travel is performed. The creep torque at this time is not the creep torque by the motor 2 but the creep torque by the engine 1. That is, if the motor creep is prohibited and the engine 1 is stopped, the engine 1 is started, the clutch 3 is connected, and the engine creep is switched by the engine torque. As a result, the engine output (load) is increased, the temperature of the exhaust gas is increased by this amount, and the temperature rise of the DPF 13 is promoted. As a result, the regeneration of the DPF 13 is completed promptly. The solid line in FIG. 2 shows the state during regeneration of the DPF 13, and the broken line in FIG. 2 shows the state during normal operation (not during reproduction).

FIG. 2 compares changes in the gear stage, accelerator operation, brake operation, motor torque, and engine torque of the transmission 4 from the stop to the start when the DPF 13 is regenerated and during normal operation (when the DPF 13 is not regenerated). It is a time chart shown.
As shown in FIG. 2, in the vehicle stop state where the accelerator is off and the brake is on, the third gear is normally selected as the gear position, and the second gear is selected when the DPF 13 is regenerated. The motor torque and the engine torque are set to 0 both during normal times and during reproduction.

Here, when the creep running is started due to the brake off (time point t ₁ ), the motor torque is normally used as the creep torque, but the engine torque is used as the creep torque during regeneration.
When the vehicle is started with the accelerator on (time point t ₂ ), the motor assist travel is performed using the drive torque of the motor 2 as much as possible at normal times. However, in the DPF regeneration, the motor torque ratio is reduced to reduce the engine torque. Increase the percentage of

  As described above, according to the present control device, the engine output (load) is increased from the time of creep running to the time when the accelerator is turned on, and the temperature of the exhaust gas is increased accordingly, and the temperature of the filter (DPF) 13 is increased. In order to promote, the regeneration of the DPF 13 is completed promptly.

[Others]
Although the embodiment of the present invention has been described above, the present invention is not limited to the embodiment, and can be implemented by appropriately changing the embodiment without departing from the gist of the present invention. Is.
For example, in the above embodiment, the motor torque is reduced at the time of starting, but at the time of starting, starting by the motor may be prohibited in the same way as during creep running.

1 engine (internal combustion engine)
2 Motor (motor generator)
DESCRIPTION OF SYMBOLS 3 Power connection / disconnection clutch 4 Transmission 5 Propeller shaft 6 Differential 7 Drive shaft 8 Drive wheel 10 Exhaust passage 11 Exhaust purification device 12 Oxidation catalyst 13 Diesel particulate filter (DPF)
19 Battery 20 Inverter 21 Engine ECU
22 Inverter ECU
23 battery ECU (battery charge rate detection means)
24 Transmission ECU
25 Vehicle ECU (control means)
25a DPF regeneration determination means 25b DPF regeneration control means 25c DPF regeneration control means

Claims (2)

An engine, a power connection / disconnection clutch, a motor generator, a transmission, and a drive wheel are arranged in this order, and a vehicle drive system capable of cutting off the power of the engine by disengaging the clutch, and an exhaust system of the engine A control device for controlling a hybrid vehicle, comprising a filter for collecting particulate matter in exhaust gas and a control means for controlling the vehicle drive system,
The control means connects the clutch only when the vehicle including creep running is started and when the regeneration of the filter is requested, and the speed of the transmission is lower than that of a normal start speed. A control device for a hybrid vehicle, wherein the control device switches to a gear position on the stage side. The control means connects the clutch when there is a regeneration request of the filter when a motor creep is generated that generates a creep torque by a driving force of the motor generator for creeping the vehicle. 2. The hybrid vehicle control device according to claim 1, wherein the engine creep is switched to engine creep that generates creep torque by the driving force of the engine.

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