JP6369210B2 - Control device for hybrid vehicle - Google Patents

Description

  The present invention relates to a control apparatus for a hybrid vehicle that includes an engine and a motor in a drive system, a friction clutch interposed between the engine and the motor, and a continuously variable transmission interposed between the motor and drive wheels.

  Conventionally, a hybrid vehicle in which an engine, a motor / generator, and a traveling motor are combined is known (see, for example, Patent Document 1). In this hybrid vehicle, when the catalyst is warmed up (when the engine is cold), the engine is controlled by the motor / generator in order to activate the catalyst early, and the catalyst is warmed up. Further, the motor torque of the traveling motor is controlled according to the driver's required driving torque. These controls are continued until the temperature of the catalyst reaches the activation temperature.

JP 2000-297669 A

  However, since the running control when warming up the catalyst requires a combination of an engine and two motors, the catalyst is controlled by engine control suitable for warming up the catalyst when a hybrid vehicle equipped with the engine and one motor is running. There is a problem that the driver's required drive torque cannot be accommodated while warming up.

  The present invention has been made paying attention to the above-mentioned problem. When a hybrid vehicle having an engine and one motor is running, the driver's required driving torque is achieved while performing catalyst warm-up by engine control suitable for catalyst warm-up. An object of the present invention is to provide a control device for a hybrid vehicle that can cope with the above.

In order to achieve the above object, the present invention comprises an engine and a motor in a drive system, a friction clutch is interposed between the engine and the motor, and a continuously variable transmission is provided between the motor and drive wheels. In the intervening hybrid vehicle, a catalyst for purifying the exhaust gas of the engine and a catalyst warm-up control means for warming the catalyst to the activation temperature by the engine are provided.
The catalyst warm-up control means is configured to perform the catalyst warm-up operation in which the friction clutch is in a slip-engaged state and travels while performing the catalyst warm-up for engine control of the engine. And the slip engagement state of the friction clutch is maintained by shift control of the continuously variable transmission.

Therefore, in the catalyst warm-up operation in which the catalyst is warmed up while performing the catalyst warm-up in which the engine is controlled by the engine while the friction clutch is in the slip engagement state by the catalyst warm-up control means, The motor torque is controlled and the slip engagement state of the friction clutch is maintained by the shift control of the continuously variable transmission.
That is, during the catalyst warm-up operation, the slip engagement state is maintained, so that the engine can be controlled without being influenced by the traveling state. For this reason, at the time of catalyst warm-up operation, catalyst warm-up can be performed by engine control suitable for catalyst warm-up.
Thereby, at the time of catalyst warm-up operation, it is possible to respond to the required drive torque by motor torque control while continuing engine control suitable for catalyst warm-up.
As a result, when the hybrid vehicle including the engine and one motor is running, the driver's required driving torque can be accommodated while performing catalyst warm-up by engine control suitable for catalyst warm-up.

1 is an overall system diagram illustrating an FF plug-in hybrid vehicle to which a hybrid vehicle control device according to a first embodiment is applied. 3 is a flowchart 1 showing a flow of catalyst warm-up control processing executed by the hybrid vehicle control apparatus of Embodiment 1; 3 is a flowchart 2 illustrating a flow of a catalyst warm-up control process that is executed by the control device for a hybrid vehicle according to the first embodiment. 6 is a time chart showing an example of catalyst warm-up control processing operation in the case of increasing the engine speed rpm1 executed by the hybrid vehicle control device of the first embodiment. It is a time chart which shows the example of driving | running | working control processing operation when warming up the catalyst performed with the engine of a conventional example, and a 1 motor type hybrid system.

  Hereinafter, the best mode for realizing a control device for a hybrid vehicle of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The control device for the hybrid vehicle of the first embodiment will be described by dividing it into “entire system configuration” and “catalyst warm-up control processing configuration”.

[Overall system configuration]
FIG. 1 shows an overall system of an FF hybrid vehicle. Hereinafter, the overall system configuration of the FF hybrid vehicle will be described with reference to FIG.

  As shown in FIG. 1, the drive system of the FF hybrid vehicle includes a starter motor 1, a horizontally installed engine 2 (engine, abbreviated as “ENG”), a first clutch 3 (friction clutch, abbreviated as “CL1”), A motor / generator 4 (motor, abbreviated “MG”), a second clutch 5 (abbreviated “CL2”), and a belt-type continuously variable transmission 6 (continuously variable transmission, abbreviated “CVT”). . The output shaft of the belt type continuously variable transmission 6 is drivingly connected to the left and right front wheels 10R, 10L (drive wheels) via a final reduction gear train 7, a differential gear 8, and left and right drive shafts (axles) 9R, 9L. The The left and right rear wheels 11R and 11L are driven wheels.

  The starter motor 1 has a pinion gear 18 that meshes with a ring gear 17 provided on a crankshaft of the horizontally mounted engine 2 on the motor shaft, and the pinion gear with respect to the ring gear 17 is started when the horizontally mounted engine 2 is started. 18 engages and rotationally drives the crankshaft.

  The horizontal engine 2 is an engine disposed in the front room with the crankshaft direction as the vehicle width direction, and includes an electric water pump 12 and a crankshaft rotation sensor 13 that detects reverse rotation of the horizontal engine 2. An exhaust passage 2a (exhaust system) of the horizontal engine 2 has a catalyst 2b for purifying exhaust gas. The horizontal engine 2 is started using either “starter start” cranked by the starter motor 1 or “high power start (MG start)” cranked by the motor / generator 4. .

  The first clutch 3 is a normally open dry multi-plate friction clutch that is hydraulically interposed between the horizontally mounted engine 2 and the motor / generator 4 and is fully engaged / slip-engaged (slipped) by the first clutch oil pressure. (Fastened state) / release is controlled.

  The motor / generator 4 is a three-phase AC permanent magnet type synchronous motor connected to the transverse engine 2 through a first clutch 3. The motor / generator 4 uses a high-power battery 21 described later as a power source, and an inverter 26 that converts direct current into three-phase alternating current during power running and converts three-phase alternating current into direct current during regeneration is connected to the stator coil. Connected through.

  The second clutch 5 is a wet-type multi-plate friction clutch that is hydraulically operated and interposed between the motor / generator 4 and the belt-type continuously variable transmission 6. Slip engagement state / release is controlled. The second clutch 5 of the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, the forward clutch 5 a is the second clutch 5 during forward travel, and the reverse brake 5 b is the second clutch 5 during reverse travel. Note that the second clutch 5 may be subjected to minute slip control at the time of engagement to prevent disturbance.

  The belt-type continuously variable transmission 6 is interposed between the motor / generator 4 and the left and right front wheels 10R and 10L as drive wheels, and the belt winding diameter is changed by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber. It is a transmission that obtains a stepless transmission ratio by changing. The belt type continuously variable transmission 6 includes a main oil pump 14 (mechanical drive), a sub oil pump 15 (motor drive), and a line pressure PL generated by adjusting pump discharge pressure from the main oil pump 14. And a control valve unit (not shown) that generates the first and second clutch hydraulic pressures and the transmission hydraulic pressure with the pressure as the original pressure. The main oil pump 14 is rotationally driven by a motor shaft (= transmission input shaft) of the motor / generator 4. The sub oil pump 15 is mainly used as an auxiliary pump for producing lubricating cooling oil. The rotation speed on the output shaft side (drive wheel side) of the belt-type continuously variable transmission 6 is defined as the transmission output shaft rotation speed, and the rotation speed on the input shaft side (horizontal engine side) of the belt-type continuously variable transmission 6. Is the transmission input shaft speed rpm2.

  The first clutch 3, the motor / generator 4 and the second clutch 5 constitute a one-motor / two-clutch drive system. The main drive modes of this drive system are “EV mode”, “HEV mode” and “HEV WSC”. Mode ". The “EV mode” is an electric vehicle mode in which the first clutch 3 is released, the second clutch 5 is engaged, and only the motor / generator 4 is used as a drive source. That's it. The “HEV mode” is a hybrid vehicle mode in which the clutches 3 and 5 are engaged and the horizontal engine 2 and the motor / generator 4 are used as driving sources, and traveling in the “HEV mode” is referred to as “HEV traveling mode”. The “HEV WSC mode” is a CL2 slip engagement mode in which, in the “HEV mode”, the motor / generator 4 is controlled to rotate the motor and the second clutch 5 is slip-engaged with a capacity corresponding to the required driving force. The “HEV mode” has a motor assist mode (motor power running), an engine power generation mode (generator regeneration), and a deceleration regeneration power generation mode (generator regeneration). This "HEV WSC mode" does not have a rotation differential absorption joint like a torque converter in the drive system, so that the horizontally placed engine 2 (idling speed or higher) in the starting area after stopping in the "HEV mode" And the left and right front wheels 10L, 10R are selected to absorb the rotational difference by CL2 slip engagement.

  The regenerative cooperative brake unit 16 shown in FIG. 1 is a device that controls the total braking torque in accordance with the regenerative operation in principle when the brake is operated. The regenerative cooperative brake unit 16 includes a brake pedal, a negative pressure booster that uses the intake negative pressure of the horizontally placed engine 2, and a master cylinder. Then, during the brake operation, cooperative control for the regenerative / hydraulic pressure is performed such that the amount of subtraction of the regenerative braking force from the required braking force based on the pedal operation amount is shared by the hydraulic braking force.

  As shown in FIG. 1, the power system of the FF hybrid vehicle includes a high-power battery 21 as a power source for the motor / generator 4 and a 14V battery 22 as a power source for a 14V system load.

  The high-power battery 21 is a secondary battery mounted as a power source for the motor / generator 4. For example, a lithium ion battery in which a cell module constituted by a large number of cells is set in a battery pack case is used. The high-power battery 21 has a built-in junction box in which relay circuits for supplying / cutting off / distributing high-power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charging capacity (battery SOC) and a battery. And a lithium battery controller 86 for monitoring the temperature.

  The high-power battery 21 and the motor / generator 4 are connected via a DC harness 25, an inverter 26, and an AC harness 27. The inverter 26 is provided with a motor controller 83 that performs power running / regenerative control. That is, the inverter 26 converts a direct current from the DC harness 25 into a three-phase alternating current to the AC harness 27 during power running for driving the motor / generator 4 by discharging the high-power battery 21. Further, the three-phase alternating current from the AC harness 27 is converted into a direct current to the DC harness 25 during regeneration in which the high-power battery 21 is charged by power generation by the motor / generator 4.

  The 14V battery 22 is a secondary battery mounted as a power source for the starter motor 1 and auxiliary machinery that are 14V loads, and for example, a lead battery mounted in an engine vehicle or the like is used. The high voltage battery 21 and the 14V battery 22 are connected via a DC branch harness 25a, a DC / DC converter 34, and a battery harness 35. The DC / DC converter 34 converts a voltage of several hundred volts from the high-power battery 21 into 14V. By controlling the DC / DC converter 34 with the hybrid control module 81, the charge amount of the 14V battery 22 is increased. The configuration is to be managed.

  As shown in FIG. 1, the control system for the FF hybrid vehicle includes a hybrid control module 81 (an engine start control means, a catalyst warm-up control means, an integrated control means having a function of appropriately managing the energy consumption of the entire vehicle. (Abbreviation: “HCM”). Control means connected to the hybrid control module 81 include an engine control module 82 (abbreviation: “ECM”), a motor controller 83 (abbreviation: “MC”), and a CVT control unit 84 (abbreviation: “CVTCU”). And a lithium battery controller 86 (abbreviation: “LBC”). These control means including the hybrid control module 81 are connected via a CAN communication line 90 (CAN is an abbreviation for “Controller Area Network”) so that bidirectional information can be exchanged.

  The hybrid control module 81 detects each control means, an ignition switch 91, an accelerator opening sensor 92 that detects an accelerator opening APO from the depression amount of an accelerator pedal, and a vehicle speed VSP (axle rotation speed, transmission output shaft rotation speed). A vehicle speed sensor 93 that detects the coolant temperature of the horizontally mounted engine 2, an exhaust gas amount sensor 95 that detects the amount of exhaust gas (exhaust gas volume), a catalyst temperature sensor 96 that detects the temperature of the catalyst 2b, etc. Various controls are performed based on the input information. The hybrid control module 81 outputs an engine torque command, an engine speed command, a motor speed command, a motor torque command, and the like based on the input information. The hybrid control module 81 performs engine start control. The engine start control is a control for starting the engine using either a strong electric start using the motor / generator 4 or a starter start using the starter motor 1 when an engine start request is made in the EV travel mode. Yes, overall control of each control means is performed to start the engine. The hybrid control module 81 performs catalyst warm-up control. The catalyst warm-up control is a control for warming up the catalyst temperature of the catalyst 2b to the activation temperature by the horizontal engine 2 during the operation of the horizontal engine 2, and the entire control means for warming up the catalyst. Perform management.

  The engine control module 82 performs fuel injection control, ignition control, fuel cut control, etc. of the horizontally mounted engine 2 in accordance with the engine torque command, engine speed command, etc. from the hybrid control module 81, and It controls the engine speed and engine torque.

  The motor controller 83 performs power running control, regenerative control, etc. of the motor generator 4 by the inverter 26 in accordance with the motor rotational speed command, motor torque command, accelerator opening information, vehicle speed information, etc. from the hybrid control module 81. / Controls the motor speed and motor torque of the generator 4.

  The CVT control unit 84 performs the engagement hydraulic pressure control of the first clutch 3, the engagement hydraulic pressure control of the second clutch 5, the transmission hydraulic pressure control of the belt-type continuously variable transmission 6, etc., and the first clutch 3 and the second clutch 5. It controls complete engagement / slip engagement (slip engagement state) / release and controls the shift of the belt type continuously variable transmission 6.

  The lithium battery controller 86 manages the battery SOC, battery temperature, etc. of the high-power battery 21.

[Catalyst warm-up control processing configuration]
2 to 3 show a catalyst warm-up control process flow (catalyst warm-up control means) executed by the hybrid control module 81. FIG. Hereinafter, each step of FIGS. 2 to 3 showing the catalyst warm-up control processing configuration will be described with reference to FIGS. 2 to 3 is started when the hybrid vehicle starts in the EV mode.

  In step S1, the accelerator pedal is depressed by the driver's operation, the accelerator is turned on, and the process proceeds to step S2. At this time, the second clutch 5 is engaged.

In step S2, following the accelerator ON in step S1, the motor torque T2 of the motor / generator 4 is controlled according to the required driving force of the driver. That is, the vehicle travels in an EV travel mode using the motor / generator 4 as a drive source.
Here, the “EV travel mode” and the “HEV travel mode” are set using a predetermined engine start / stop line map set at the accelerator opening APO for each vehicle speed VSP. However, if the battery SOC is equal to or lower than the predetermined value, the “HEV travel mode” is forcibly set as the target operation mode. For example, in a predetermined region where the accelerator opening APO is small and the vehicle speed VSP is equal to or less than a predetermined value, the “EV traveling mode” is selected.

In step S3, following the motor torque control in step S2, it is determined whether there is an engine start request. If YES (engine start request is present), the process proceeds to step S4. If NO (engine start request is not present), the process returns to step S2.
Here, the case where the start of the horizontally placed engine 2 is required includes, for example, a case where a driving force is requested and a case where a system is required. For example, when the driving force is requested, the required driving torque requested by the driver (accelerator opening APO by the driver's accelerator pedal operation) exceeds the upper limit driving torque (driving force) that the motor / generator 4 can output. This is the case. Even if the accelerator opening APO is constant, the vehicle speed VSP increases, resulting in a driving force request. The case of the system request includes, for example, a request for charging the high-power battery 21 due to a decrease in the battery SOC, or a case where the temperature of the cooling water has decreased.

  In step S4, following the determination that there is an engine start request in step S3, the motor torque control is changed to the motor rotation speed control of the motor / generator 4, and the process proceeds to step S5. That is, the horizontal engine 2 is started by the strong electric start.

  In step S5, following the change to the motor rotation speed control in step S4, the second clutch 5 is controlled from the engaged state to the slip engaged state, and the process proceeds to step S6. Note that the slip engagement capacity of the second clutch 5 is adjusted to the required drive torque from the driver. Further, when the engine is started when the vehicle is stopped and the vehicle starts in the HEV traveling mode, the second clutch 5 may be maintained in the engaged state without being controlled to the slip engaged state.

  In step S6, following the slip engagement control of the second clutch 5 in step S5, the first clutch 3 is controlled from the released state to the slip engagement state, and the process proceeds to step S7.

  In step S7, following the slip engagement control of the first clutch 3, the horizontal engine 2 is started, and the process proceeds to step S8. That is, by controlling the first clutch 3 to the slip engagement state, the motor / generator 4 is used to crank the horizontally placed engine 2 to start a strong electric power. In this high-power start control, the motor / generator 4 is a starter motor, the horizontal engine 2 is cranked, and the horizontal engine 2 is started.

In step S8, it is determined whether or not there is a catalyst warm-up operation request following the start of the horizontal engine 2 in step S7. If YES (catalyst warm-up operation is requested), the process proceeds to step S9. If NO (catalyst warm-up operation is not requested), the process proceeds to the end.
Here, whether or not there is a request for the catalyst warm-up operation is determined, for example, based on the catalyst temperature of the catalyst 2b. If the catalyst temperature has not reached the activation temperature, it is determined that “there is a catalyst warm-up operation request”. When the catalyst temperature has reached the activation temperature, it is determined that “no catalyst warm-up operation request”. The “catalyst warm-up operation” refers to running while warming up the catalyst for controlling the engine of the lateral engine 2 while the first clutch 3 is in the slip engagement state.

  In step S9, following the determination that there is a catalyst warm-up operation request in step S8, the initial engine speed rpm1 and the initial engine torque T1 of the horizontal engine 2 when the horizontal engine 2 is started (initial) are set. Acquire and go to step S10.

In step S10, following the acquisition of the initial values of the initial engine speed rpm1 and the initial engine torque T1 in step S9, or the control for increasing the engine speed rpm1 in step S13, the engine speed rpm1 in step S9 or step S13. The engine torque T1 is controlled to be constant, and the process proceeds to step S11.
Here, constant control of the engine speed rpm1 and the engine torque T1 is performed by (electric control) throttle opening adjustment (intake air amount), fuel injection amount, and the like. For example, idling control.

In step S11, following the constant control of engine speed rpm1 and engine torque T1 in step S10, “transmission output shaft speed × highest speed ratio (speed ratio at the highest time of belt-type continuously variable transmission 6). Is less than “engine speed rpm1−slip difference rotational speed α1 of the first clutch 3”. That is, it is determined whether or not the slip engagement state of the first clutch 3 is maintained. If YES (slip engagement state maintenance condition is satisfied), the process proceeds to step S12. If NO (slip engagement state maintenance condition is not satisfied), the process proceeds to step S13.
Here, the transmission input shaft rotational speed rpm2 is calculated from “transmission output shaft rotational speed × highest speed ratio”. Thus, in step S11, the transmission input shaft speed rpm2 when the speed ratio of the belt type continuously variable transmission 6 becomes the highest speed ratio is changed from the engine speed rpm1 to the slip differential speed α1 of the first clutch 3. It is determined whether or not it is lower than the rotation speed obtained by subtracting. In other words, whether the rotational speed obtained by adding the slip differential rotational speed α1 to the transmission input shaft rotational speed rpm2 when the speed ratio of the belt-type continuously variable transmission 6 is the highest speed ratio is lower than the engine rotational speed rpm1. Judge whether or not. Therefore, in the case of “rpm2 <rpm1−α1”, the slip engagement state of the first clutch 3 is maintained (slip engagement state maintaining condition is established). On the other hand, when “rpm2 ≧ rpm1−α1”, the slip engagement state of the first clutch 3 is not maintained (the slip engagement state maintaining condition is not established). The value at this time is used for the transmission output shaft rotation speed. When the “engine speed rpm1” is the initial engine speed rpm1 (step S9), this condition is referred to as “initial slip engagement state maintaining condition”.
If the slip difference rotational speed α1 is too small, the first clutch 3 is connected. On the other hand, if the slip difference rotational speed α1 is too large, the energy loss increases. For this reason, the slip differential rotation speed α1 is arbitrarily determined as an appropriate value in consideration of these balances.

In step S12, following the determination that the slip engagement state maintaining condition is established in step S11, the clutch engagement capacity (engagement force) of the first clutch 3 is controlled to be constant in the slip engagement state (slip differential rotation). Proceed to S14.
Here, the clutch engagement capacity of the first clutch 3 is controlled to a clutch engagement capacity capable of transmitting the engine torque T1 controlled to be constant in step S10. Accordingly, the engine torque T1 exceeding the clutch engagement capacity is not transmitted via the first clutch 3. That is, the engine torque T1 that exceeds the clutch engagement capacity is absorbed by the slip differential rotation.

In step S13, following the determination that the slip engagement state maintaining condition is not satisfied in step S11, control is performed to increase the engine speed rpm1, which is constantly controlled, by the rotational speed α2. Then, the engine speed rpm1 is set to the increased engine speed rpm1, and the process returns to step S10. That is, in step S11, the engine speed is increased so as to exceed the rotational speed obtained by adding the slip differential rotational speed α1 to the transmission input shaft rotational speed rpm2 when the speed ratio of the belt type continuously variable transmission 6 becomes the highest speed ratio. Several rpm1 is controlled according to the transmission output shaft rotation speed (vehicle speed VSP).
Here, if the rotational speed α2 is too small, it takes time to reach the target engine rotational speed. On the other hand, if the rotational speed α2 is too large, the target engine rotational speed may be greatly exceeded. For this reason, the rotational speed α2 is increased according to the control speed of the vehicle while being increased by the offset. For example, when the control speed of the vehicle is slow and the engine speed rpm1 does not increase immediately, the increase amount of the rotational speed α2 is reduced.

  In step S14, following the constant control of the clutch engagement capacity in step S12, the second clutch 5 is controlled from the slip engagement state to the engagement, and the process proceeds to step S15.

In step S15, following the engagement control of the second clutch 5 in step S14, the motor rotation speed control is changed to the motor torque control, and the process proceeds to step S16.
Here, the motor torque T2 is controlled so that the total torque obtained by adding the motor torque T2 and the engine torque T1 transmitted by the slip engagement capacity of the first clutch 3 becomes the driver's required driving torque.

In step S16, change to motor torque control in step S15, control to increase engine speed rpm1 in step S19, control to change to initial engine speed rpm1 in step S20, or catalyst warm-up in step S22. Subsequent to the determination that the control is to be continued, the belt type continuously variable transmission 6 is subjected to speed change (speed ratio) control, the transmission input shaft speed rpm2 is controlled to be constant, and the process proceeds to step S17. That is, the transmission input shaft rotation speed rpm2 is controlled to be lower than the engine rotation speed rpm1, and the slip differential rotation of the first clutch 3 is maintained.
Here, the gear ratio is set using a gear ratio map in which the target transmission input shaft speed is set by the vehicle speed VSP and the accelerator opening APO.

  In step S17, following the constant control of the transmission input shaft rotational speed rpm2 in step S16, as in step S11, “transmission output shaft rotational speed × highest speed ratio (the highest speed of the belt type continuously variable transmission 6). Is determined to be less than "engine speed rpm1-slip differential speed α1 of the first clutch 3". If YES (slip engagement state maintenance condition is satisfied), the process proceeds to step S18. If NO (slip engagement state maintenance condition is not satisfied), the process proceeds to step S19. The value at this time is used for the transmission output shaft rotation speed.

In step S18, following the determination that the slip engagement state maintaining condition is satisfied in step S17, two conditions are determined. First, “transmission output shaft speed × highest speed ratio (speed ratio at the highest time of the belt type continuously variable transmission 6)” is “initial engine speed rpm1 (initial rpm1) −slip difference of the first clutch 3”. It is determined whether or not the rotational speed is less than “α1” (initial slip engagement state maintaining condition). Next, it is determined whether or not “the operation time during which the initial slip engagement state maintaining condition is continuously satisfied (the above operation time)” is longer than “time t1” (initial engine speed changing condition). If YES (initial engine speed changing condition is satisfied), the process proceeds to step S20. If NO (one condition is not satisfied), the process proceeds to step S21.
Here, the initial slip engagement state maintaining condition may be satisfied when the transmission output shaft speed decreases during the catalyst warm-up operation.
In addition, the count of time t1 is calculated by setting a timer value started from the establishment of the initial slip engagement state maintaining condition and adding it every control cycle (for example, 10S). The time t1 is reset when the operation time becomes longer than the time t1 or when the initial slip engagement state maintenance condition is not satisfied before the operation time becomes longer than the time t1. . If the time t1 is too long, the loss increases. On the other hand, if the time t1 is too short, the engine speed rpm1 hunts. For this reason, the time t1 is set to a short time during which the engine speed rpm1 is not hunted. Note that during the time t1, the initial engine speed changing condition is not satisfied, and the process proceeds to step S21.

  In step S19, following the determination that the slip engagement state maintaining condition is not satisfied in step S17, similarly to step S13, control is performed to increase the engine speed rpm1, which is constantly controlled, by the rotational speed α2. Then, the engine speed rpm1 is set to the increased engine speed rpm1, and the process returns to step S16. That is, as in step S13, in step S17, the rotational speed obtained by adding the slip differential rotational speed α1 to the transmission input shaft rotational speed rpm2 when the speed ratio of the belt-type continuously variable transmission 6 becomes the highest speed ratio. In order to exceed this, the engine speed rpm1 is controlled in accordance with the transmission output shaft speed (vehicle speed VSP).

  In step S20, following the determination that the initial engine speed change condition is satisfied in step S18, control is performed to change the current engine speed rpm1 to the initial engine speed rpm1, and the process returns to step S16.

  In step S21, following the determination that one of the conditions in step S18 is not satisfied, whether or not to end the catalyst warm-up operation, that is, the exhaust gas amount (exhaust gas VOL) is the catalyst warm-up required amount (catalyst warm-up). It is determined whether it is larger than the required exhaust gas amount). If YES (end of catalyst warm-up operation), the process proceeds to step S23, and if NO (continuation of catalyst warm-up operation), the process proceeds to step S22.

In step S22, following the determination that the catalyst warm-up operation is continued in step S21, it is determined whether or not a control prohibit command for prohibiting the catalyst warm-up control is output. If YES (catalyst warm-up control prohibited), the process proceeds to step S23, and if NO (catalyst warm-up control continued), the process returns to step S16.
Here, the prohibition command is output when the function required performance other than the catalyst warm-up operation cannot be satisfied if the catalyst warm-up operation is maintained. “Function-required performance” means that when the driving wheels 10R and 10L slip, the battery SOC is so low that the control by the catalyst warm-up control cannot be continued, the driving force request exceeding the motor torque is requested, the belt This is the case, for example, when the temperature of the transmission hydraulic fluid temperature of the continuously variable transmission 6 is equal to or higher than a certain level.

  In step S23, following the determination of the catalyst warm-up control termination in step S21 or the catalyst warm-up control prohibition in step S22, the constant control of the engine speed rpm1 and engine torque T1 is terminated. Proceed to step S24.

  In step S24, following the end of constant control of the engine speed rpm1 and engine torque T1 in step S23, the engine speed rpm1 and the motor speed are synchronized, and the process proceeds to step S25.

  In step S25, following the rotation speed synchronization of the engine rotation speed rpm1 and the motor rotation speed in step S24, the first clutch 3 is engaged from the slip engagement state by this rotation speed synchronization, and the process proceeds to step S25.

In step S26, following the engagement control of the first clutch 2 in step S25, the catalyst warm-up control is terminated, the lateral engine 2 is actually ignited, and the process proceeds to the end. As a result, the EV travel mode is shifted to the HEV travel mode.
2 to 3 are started when the hybrid vehicle starts in the EV mode, the hybrid vehicle may be started during the EV travel mode. However, at that time, the control processing of FIGS. 2 to 3 starts from step S2.

Next, the operation will be described.
The operation of the hybrid vehicle control apparatus according to the first embodiment will be described separately for "catalyst warm-up control processing operation", "characteristic operation of catalyst warm-up control", and "other characteristic operations in catalyst warm-up control". .

[Catalyst warm-up control processing operation]
The flow of the catalyst warm-up control processing operation will be described based on the flowcharts of FIGS. Hereinafter, “first catalyst warm-up control processing operation during motor torque and shift control”, “second catalyst warm-up control processing operation during motor torque and shift control”, and “motor torque and shift control operations” The description will be divided into “third catalyst warm-up control processing operation during control”.

(First catalyst warm-up control processing operation during motor torque and shift control)
First, a description will be given of the case where the engine speed rpm1 is constant (for example, in the case of constant speed running) during motor torque control and during the shift control of the belt type continuously variable transmission 6 in the catalyst warm-up control.

  When the accelerator pedal is depressed by the driver's operation, the process proceeds from step S1 to step S2 to step S3 in the flowchart of FIG. In step S2, the motor torque T2 is controlled in accordance with the driver's required driving force. In step S3, it is determined whether there is an engine start request. When there is no engine start request, the flow from step S2 to step S3 is repeated.

  Next, if there is an engine start request in step S3, the process proceeds from step S3 to step S4 → step S5 → step S6 → step S7 → step S8 in the flowchart of FIG. That is, control for starting the horizontally placed engine 2 is performed. In step S4, the motor torque control is changed to motor rotation speed control. In step S5, the second clutch 5 is controlled from the engaged state to the slip engaged state. In step S6, the first clutch 3 is controlled from the released state to the slip engaged state. In step S 7, the horizontal engine 2 is started with a strong electric power by the motor / generator 4. In step S8, it is determined whether there is a catalyst warm-up operation request. Although the judgment differs depending on the outside air temperature and the running state of the vehicle, normally, when the horizontally installed engine 2 is started, it is judged that there is a catalyst warm-up operation request, and catalyst warm-up control is started.

  If there is a catalyst warm-up operation request in step S8, the process proceeds from step S8 to step S9 → step S10 → step S11 in the flowchart of FIG. That is, in step S9, initial values of initial engine speed rpm1 and initial engine torque T1 at the time of engine start are acquired, and in step S10, engine speed rpm1 and engine torque T1 are controlled to be constant. In step S11, it is determined whether or not “transmission input shaft rotational speed rpm2” is less than “engine rotational speed rpm1−slip difference rotational speed α1 of first clutch 3”.

  If the slip engagement state maintaining condition in step S11 is not satisfied, the process proceeds from step S11 to step S13. In step S13, control is performed to increase the engine speed rpm1 that is constantly controlled by the speed α2. Then, the engine speed rpm1 is set to the increased engine speed rpm1, and the process returns to step S10. In addition, the case where the slip engagement state maintaining condition in step S11 is not satisfied is a case where the transmission output shaft rotational speed is increased. Further, while the slip engagement state maintaining condition is not satisfied, the flow of going from step S10 to step S11 to step S13 is repeated.

Then, when the slip engagement state maintaining condition in step S11 is satisfied, the process proceeds from step S11 to step S12 → step S14 → step S15 → step S16 → step S17 in the flowcharts of FIGS. That is, in step S12, the clutch engagement capacity of the first clutch 3 is controlled to be constant, in step S14, the second clutch 5 is controlled to be engaged from the slip engagement state, and in step S15, the motor torque control is controlled from the motor rotation speed control. In step S16, the transmission input shaft rotation speed rpm2 is controlled to be lower than the engine rotation speed rpm1, and the slip differential rotation of the first clutch 3 is maintained. That is, during the catalyst warm-up operation, the engine speed rpm1 and the engine torque T1 are controlled to be constant by the hybrid control module 81, and the transmission input shaft speed rpm2 is controlled to be lower than the engine speed rpm1. While the slip differential rotation is maintained, the motor torque T2 is controlled according to the driver's required driving torque.
In step S17, it is determined whether or not “transmission input shaft rotational speed rpm2” is less than “engine rotational speed rpm1−slip difference rotational speed α1 of first clutch 3”. Here, when the engine rpm1 is constant, the slip engagement state maintaining condition in step S17 is satisfied.

  Next, when the slip engagement state maintaining condition in step S17 is established, the process proceeds from step S17 to step S18 in the flowchart of FIG. 3, and in step 18, two conditions are determined. First, it is determined whether or not an initial slip engagement state maintaining condition is satisfied. Next, it is determined whether or not an initial engine speed changing condition is satisfied. Here, when the engine rpm1 is constant, neither the initial slip engagement state maintaining condition nor the initial engine speed changing condition in step S18 is satisfied. Even if the initial slip engagement state maintaining condition is satisfied, the initial engine speed changing condition is not satisfied. The case where the initial engine speed changing condition is not satisfied means that the transmission output shaft speed decreases and the transmission output shaft speed increases before the time t1 even if the initial slip engagement state maintaining condition is satisfied. In this case, the initial slip engagement state maintaining condition is not satisfied. For example, it is a case where the driver depresses the accelerator pedal immediately after returning to constant speed driving after decelerating slightly by the driver's accelerator return operation during constant speed driving.

If the initial engine speed change condition in step S18 is not satisfied, the process proceeds from step S18 to step S21 in the flowchart of FIG. 3, and in step S21, whether or not the exhaust gas amount is larger than the catalyst warm-up required amount. Is judged.
However, although the judgment differs depending on the outside air temperature and the running state of the vehicle, it takes time (for example, several tens of seconds to several minutes) to warm up the catalyst. For this reason, it is determined that the catalyst warm-up operation is continued in step S21 for a while after the catalyst warm-up operation. Therefore, the process proceeds from step S21 to step S22 until it is determined that the catalyst warm-up operation is completed in step S21.

  Next, when it is determined in step S21 that the catalyst warm-up operation is to be continued, the process proceeds from step S21 to step S22. In step S22, it is determined whether or not a control prohibit command for catalyst warm-up control is output. If it is determined in step S22 that the catalyst warm-up control is to be continued, until "determination of catalyst warm-up operation end in step S21" or "determination of catalyst warm-up control prohibition in step S22" is made. Step S16 → Step S17 → Step S18 → Step S21 → Step S22 is repeated.

  When “determination of catalyst warm-up operation end in step S21” or “determination of catalyst warm-up control prohibition in step S22” is made, in step S21 or step S22 in the flowchart of FIG. It progresses to step S23-> step S24-> step S25-> step S26. In step S23, the constant control of the engine speed rpm1 and the engine torque T1 is finished. In step S24, the engine speed rpm1 and the motor speed are synchronized. In step S25, the first clutch 3 is engaged from the slip engagement state. In step S26, the catalyst warm-up control is terminated, the transverse engine 2 is actually ignited, and the process proceeds to the end. As a result, the EV travel mode is shifted to the HEV travel mode.

(Second catalyst warm-up control processing operation during motor torque and shift control)
Next, in the catalyst warm-up control, a case where the engine speed rpm1 is increased during the motor torque control and the shift control of the belt-type continuously variable transmission 6 (for example, when acceleration traveling continues) will be described. .

  In the flowcharts of FIGS. 2 to 3, the flow that proceeds to step S <b> 17 after the accelerator pedal is depressed by the driver's operation is the same as the “first catalyst warm-up control processing operation” described above, and thus the description thereof is omitted. To do.

  In step S17, it is determined whether or not “transmission input shaft rotational speed rpm2” is less than “engine rotational speed rpm1−slip differential rotational speed α1 of first clutch 3”. Here, when the engine speed rpm1 is increased, the slip engagement state maintaining condition in step S17 is not satisfied.

If the slip engagement state maintaining condition in step S17 is not satisfied, the process proceeds from step S17 to step S19. In step S19, control is performed to increase the engine speed rpm1 that is constantly controlled by the speed α2. Then, the engine speed rpm1 is set to the increased engine speed rpm1, and the process returns to step S16.
As a result, slip differential rotation is maintained, so that shocks and the like due to fluctuations in engine speed rpm1 and engine torque T1 are absorbed by slip differential rotation (slip engagement state). For this reason, shocks and the like due to fluctuations in the engine speed rpm1 and engine torque T1 are not transmitted to the front wheels 10R, 10L. Note that the case where the slip engagement state maintaining condition in step S17 is not satisfied is, for example, a case where acceleration traveling continues and the transmission output shaft rotational speed increases. Further, while the slip engagement state maintaining condition is not established, the flow of going from step S16 to step S17 to step S19 is repeated.

  Next, when the slip engagement state maintaining condition in step S17 is satisfied (for example, transition from acceleration traveling to constant speed traveling), the process proceeds from step S17 to step S18 in the flowchart of FIG. One condition is judged. First, it is determined whether or not an initial slip engagement state maintaining condition is satisfied. Next, it is determined whether or not an initial engine speed changing condition is satisfied. Here, when the engine speed rpm1 is increased, the condition of step S18 is not satisfied. The other description regarding step S18 is the same as the “first catalyst warm-up control processing operation” described above, and thus the description thereof is omitted.

  If the initial engine speed changing condition in step S18 is not satisfied, the process proceeds from step S18 to step S21 onward in the flowchart of FIG. Since the flow from step S18 to step S21 and subsequent steps is the same as the “first catalyst warm-up control processing operation” described above, description thereof is omitted. However, when the flow from step S16 → step S17 → step S18 → step S21 → step S22 is repeated and the transition from the constant speed travel to the reacceleration travel is performed, the process proceeds to step S16 → step S17 → step S19. move on.

(Third catalyst warm-up control processing operation during motor torque and shift control)
Next, of the catalyst warm-up control, a description will be given of a case where control for changing the engine speed rpm1 to the initial engine speed rpm1 is performed during motor torque control and during shift control of the belt-type continuously variable transmission 6. .

  In the flowcharts of FIGS. 2 to 3, the flow that proceeds to step S <b> 17 after the accelerator pedal is depressed by the driver's operation is the same as the “first catalyst warm-up control processing operation” described above, and thus the description thereof is omitted. To do.

  In step S17, it is determined whether or not “transmission input shaft rotational speed rpm2” is less than “engine rotational speed rpm1−slip differential rotational speed α1 of first clutch 3”. Here, when the control for changing the engine speed rpm1 to the initial engine speed rpm1 is performed, the slip engagement state maintaining condition in step S17 is satisfied.

  Next, when the slip engagement state maintaining condition in step S17 is satisfied (for example, deceleration traveling continues), the process proceeds from step S17 to step S18 in the flowchart of FIG. The First, it is determined whether or not an initial slip engagement state maintaining condition is satisfied. Next, it is determined whether or not an initial engine speed changing condition is satisfied. Here, when the control for changing the engine speed rpm1 to the initial engine speed rpm1 is performed, the initial engine speed changing condition in step S18 is satisfied. The catalyst warm-up control is continued and the initial slip engagement state maintaining condition is continuously satisfied, and “the operation time during which this initial slip engagement state maintaining condition is continuously satisfied” is “time Until it becomes longer than “t1”, the flow of step S18 → step S21 → step S22 → step S16 → step S17 is repeated.

  When the initial engine speed change condition in step S18 is satisfied, the process proceeds from step S18 to step S20. In step S20, control is performed to change the current engine speed rpm1 to the initial engine speed rpm1, Return to step S16. Note that when the initial engine speed changing condition in step S18 is satisfied, the transmission output shaft speed decreases, the initial slip engagement state maintaining condition is satisfied, and this condition is continuously satisfied. This is a case where the operation time is longer than the time t1. For example, it is a case where the vehicle shifts to decelerating traveling during constant speed traveling or acceleration traveling by a driver's brake pedal depression operation.

  In the flowchart of FIG. 3, the flow from step S20 to step S16 and proceeding from step S16 to step S17 to step S18 to step S21 and the subsequent steps is the same as the “first catalyst warm-up control processing operation” described above. Since there is, explanation is omitted.

  The first catalyst warm-up control processing operation, the second catalyst warm-up control processing operation, and the third catalyst warm-up control processing operation have been described above. 3, the process of proceeding from step S16 → step S17 → step S18 → step S21 → step S22 is repeated, and the process may proceed from step S17 to step S19, or may proceed from step S18 to step S20. There is also.

  Next, a case where the engine speed rpm1 is increased (second catalyst warm-up control processing operation) will be described based on the operation example shown in the time chart of FIG.

  This is a case where the ignition is turned on by the driver at time t1, and the range position is the P range. The time between time t1 and time t2 is the same as time t1.

  At time t2, the range position is changed from the P range to the D range by the driver. At this time, since the accelerator opening APO is zero, the vehicle does not start. The period from time t2 to time t3 is the same as time t2.

  At time t3, the accelerator pedal is depressed by the driver, and the accelerator opening APO starts to gradually increase. At this time, the second clutch 5 is controlled from disengagement to engagement with a slight delay. Between time t3 and time t4, the accelerator opening APO increases. The motor torque T2 is controlled according to the accelerator opening APO. This time t3 corresponds to START → step S1 → step S2 → step S3 in the flowchart of FIG.

  At time t4, when the accelerator opening APO is increased, it is determined that an engine start request is made due to a driving force request. Thereby, it changes from motor torque control to motor rotation speed control. Then, the motor rotation speed, the transmission input shaft rotation speed rpm2, and the vehicle speed VSP start to gradually increase, and the vehicle starts. This time t4 corresponds to “YES” in step S3 → step S4 in the flowchart of FIG.

  Between time t4 and time t5, with a slight delay from time t4, the second clutch 5 is controlled from engagement to slip engagement, and then the first clutch 3 is controlled from disengagement to slip engagement. A target engine torque is output. Then, in order to start the horizontally placed engine 2 between time t4 and time t5, the motor rotation speed increases. Further, as the accelerator opening APO increases, the transmission input shaft speed rpm2 and the vehicle speed VSP increase. The period from time t4 to time t5 corresponds to step S5 → step S6 in the flowchart of FIG. In addition, when the horizontal engine 2 is started by a starter, the first clutch 3 is released without being controlled to the slip engagement state between time t4 and time t6 (broken line in FIG. 4). In addition, even when the engine is started with the second clutch 5 engaged, if no shock is received, the second clutch 5 maintains the engagement without being controlled to the slip engagement state between time t4 and time t6.

  At time t5, the horizontally placed engine 2 is started, whereby the catalyst temperature starts to rise. However, here, the actual ignition timing (ADV) of the horizontal engine 2 is retarded, and the horizontal engine 2 is not actually ignited. Further, since the catalyst temperature has not reached the activation temperature, it is determined that there is a catalyst warm-up operation request, and catalyst warm-up control is started from time t5. At this time, initial values of the initial engine speed rpm1 and the initial engine torque T1 at the time of starting the engine are acquired, and the engine speed rpm1 and the engine torque T1 are controlled to be constant. Then, “transmission output shaft rotation speed × highest transmission gear ratio (speed transmission ratio of belt-type continuously variable transmission 6)” is less than “engine rotation speed rpm1−slip differential rotation speed α1 of first clutch 3”. The control to increase the engine speed rpm1 is started so as to satisfy (the slip engagement state maintaining condition is satisfied). Note that the vehicle speed VSP increases and the shift control of the belt type continuously variable transmission 6 is started. This time t5 corresponds to step S7 → step S8 → step S9 → step S10 → step S11 in the flowchart of FIG.

  Between time t5 and time t6, “transmission output shaft rotational speed × highest speed ratio (speed ratio at the highest time of belt type continuously variable transmission 6)” is “engine speed rpm1−first clutch 3 The engine speed rpm1 is increased so that it becomes less than the slip differential speed α1 (the slip engagement state maintaining condition is satisfied). The period from time t5 to time t6 corresponds to the repetition of the flow from step S10 to step S11 to step S13 in the flowchart of FIG.

At time t6, the slip engagement state maintaining condition is satisfied. Thereby, in the slip engagement state, the clutch engagement capacity of the first clutch 3 is controlled to be constant, and the second clutch 5 is controlled from the slip engagement state to the engagement. Further, the motor speed control is changed to the motor torque control. The motor torque T2 is controlled in accordance with the accelerator opening APO so that the total torque obtained by adding the motor torque T2 and the engine torque T1 becomes the required driving torque of the driver. When the engine is started with the second clutch 5 engaged, the second clutch 5 is continuously maintained in the engaged state.
Then, constant control of the transmission input shaft speed rpm2 is started by the shift control (CVT gear ratio control) of the belt type continuously variable transmission 6. As indicated by the engine speed rpm1 in FIG. 4, the difference between the solid line (engine speed rpm1) and the broken line (transmission input shaft speed rpm2) corresponds to the slip differential speed α1. This time t6 corresponds to “YES” in step S11 → step S12 → step S14 → step S15 → step S16 in the flowcharts of FIGS.

  Between time t6 and time t7, the belt-type continuously variable transmission 6 is controlled to shift according to the vehicle speed VSP, and the transmission input shaft rotational speed rpm2 is controlled to be constant. Further, the differential rotation between the belt-type continuously variable transmission side of the first clutch 3 and the laterally mounted engine 2 side is absorbed by the differential slip rotation (slip engagement state) of the first clutch 3, so that the engine speed rpm1 is constant. Is controlled. In the latter half of the period from time t6 to time t7, the vehicle speed VSP increases and the speed ratio of the belt type continuously variable transmission 6 approaches the highest speed ratio. The period from time t6 to time t7 corresponds to the repetition of the flow from step S16 → step S17 → step S18 → step S21 → step S22 in the flowchart of FIG.

  At time t7, while the vehicle speed VSP increases, the speed ratio of the belt type continuously variable transmission 6 approaches the maximum speed ratio, so “transmission output shaft speed × highest speed ratio (the belt type continuously variable transmission 6 While increasing the engine speed rpm1 so that the "highest speed gear ratio" is less than "engine speed rpm1-slip differential speed α1 of the first clutch 3" (the slip engagement state maintaining condition is satisfied). Then, control for shifting the gear ratio of the belt type continuously variable transmission 6 to the lowest gear ratio side is started. This time t7 corresponds to the flow of “NO” in step S17 → step S19 in the flowchart of FIG.

  Between time t7 and time t8, control is performed to change the speed ratio of the belt type continuously variable transmission 6 to the lowest speed ratio side while increasing the engine speed rpm1. The period from time t7 to time t8 corresponds to the repetition of the flow from step S16 to step S17 to step S19 in the flowchart of FIG.

  At time t8, the slip engagement state maintaining condition is satisfied, and the catalyst temperature reaches the activation temperature (catalyst activation temperature). Thereby, the constant control of the engine speed rpm1 and the engine torque T1 is finished, the engine speed rpm1 and the motor speed are synchronized, and the first clutch 3 is engaged from the slip engagement state. Then, the catalyst warm-up control is terminated, and the horizontally placed engine 2 is actually ignited. As a result, the EV travel mode is shifted to the HEV travel mode. This time t8 corresponds to the flow of step S16 → step S17 → step S18 → step S21 → step S23 → step S24 → step S25 → step S26 → end in the flowchart of FIG. The catalyst warm-up control operation region is from time t5 to time t8.

  Thus, even if the engine is started during vehicle travel from time t5 to time t8, that is, until the catalyst temperature reaches the activation temperature, the slip engagement state of the first clutch 3 is maintained. It is possible to control the horizontally placed engine 2 without using it. For this reason, the actual ignition timing (ADV) of the horizontal engine 2 can be delayed. Thus, from time t5 to time t8, an optimal catalyst warm-up operation region in which engine control suitable for catalyst warm-up can be performed without actually igniting the horizontal engine 2 is performed. Further, since the horizontal engine 2 is not actually ignited during the catalyst warm-up control, the optimum catalyst warm-up operation region and the catalyst warm-up control operation region become the same. Therefore, even when the hybrid vehicle including the horizontally mounted engine 2 and one motor / generator 4 is running, the slip engagement state is maintained during the catalyst warm-up operation, so that engine control suitable for catalyst warm-up is achieved. Thus, it is possible to cope with the driver's required driving torque while warming up the catalyst.

[Characteristic action of catalyst warm-up control]
For example, a hybrid vehicle in which an engine, a motor / generator, and a traveling motor are combined is known. According to this hybrid vehicle, when the catalyst is warmed up (when the engine is cold), the engine is controlled by the motor / generator in order to activate the catalyst early, and the catalyst is warmed up. Further, the motor torque of the traveling motor is controlled according to the driver's required driving torque. These controls are continued until the temperature of the catalyst reaches the activation temperature.

  However, since the travel control when warming up the catalyst requires a combination of an engine and two motors, when the hybrid vehicle having the engine and one motor is traveled, the catalyst is controlled by engine control suitable for warming up the catalyst. There is a problem that the driver's required driving torque cannot be handled while warming up.

  In the hybrid vehicle having this engine and one motor, a conventional running control when warming up the catalyst is shown as a comparative example in the time chart of FIG. In the conventional control, as shown in FIG. 5, before the vehicle travels from the time t11 when the ignition is turned on to the time t13, the engine is not actually ignited (reloading the engine actual ignition timing), and the engine warms up the catalyst. Control (optimum catalyst warm-up operation region in FIG. 5) is performed. However, when the vehicle starts running at time t14, the engine control that places importance on catalyst warm-up is changed to engine control that places importance on running performance (ensuring drivability), so the actual ignition timing (ADV) is advanced. The engine is actually ignited. For this reason, engine control suitable for catalyst warm-up cannot be performed during vehicle travel. That is, in the conventional control, as shown in FIG. 5, since the horizontally placed engine 2 is actually ignited during the catalyst warm-up control, the optimum catalyst warm-up operation region and the catalyst warm-up control operation region (time t11 to time t15) is different. Thus, in a hybrid vehicle including a conventional engine and one motor, it is not possible to perform travel control as in a hybrid vehicle combining an engine and two motors. In the catalyst warm-up control operation region from the start of catalyst warm-up (time t11) to the catalyst temperature reaching the activation temperature (time t15), the engine warms up the catalyst.

On the other hand, in the first embodiment, the hybrid engine module 81 serving as the catalyst warm-up control means runs while the first clutch 3 is in the slip-engaged state and the horizontally placed engine performs the catalyst warm-up that is controlled by the engine. During the catalyst warm-up operation, the motor torque T2 of the motor / generator 4 is controlled according to the driver's required drive torque, and the slip engagement state of the first clutch 3 is maintained by the shift control of the belt-type continuously variable transmission 6. (Step S8 in FIG. 2 to step S26 in FIG. 3, time t5 to time t8 in FIG. 4).
That is, since the slip engagement state is maintained during the catalyst warm-up operation, the horizontally placed engine 2 can be controlled without being influenced by the traveling state. For this reason, the engine actual ignition timing (ADV) of the horizontal engine 2 can be delayed. Thereby, when performing catalyst warm-up operation, catalyst warm-up can be performed by engine control suitable for catalyst warm-up (time t5 to time t8 in FIG. 4).
Further, during the catalyst warm-up operation, the slip engagement state is maintained, and the motor torque T2 is controlled according to the driver's required drive torque, so the motor torque control is performed while continuing the engine control suitable for the catalyst warm-up. It can meet the required driving torque.
As a result, when the hybrid vehicle including the horizontally mounted engine 2 and one motor / generator 4 is running, the driver's required driving torque can be accommodated while performing catalyst warm-up by engine control suitable for catalyst warm-up. .

  In addition, in the first embodiment, during the catalyst warm-up operation, the engine actual ignition timing (ADV) can be delayed until the catalyst temperature reaches the activation temperature. Therefore, the horizontal engine 2 is set before the catalyst temperature reaches the activation temperature. The fuel consumption can be suppressed and the exhaust performance by the catalyst 2b can be suppressed as compared with the case where is actually ignited.

[Other characteristic actions in catalyst warm-up control]
In the first embodiment, the hybrid control module 81 as the catalyst warm-up control means adopts a configuration in which the engine speed rpm1 is controlled to be constant during the catalyst warm-up operation (steps S10 to S3 in FIG. 2). S23, time t6 to time t8 in FIG. 4). For this reason, the fuel mixture ratio can be kept constant.
Further, a configuration is adopted in which the engine torque is controlled to be constant during the catalyst warm-up operation by the hybrid control module 81 as the catalyst warm-up control means (step S10 in FIG. 2 to step S23 in FIG. 3 and step S23 in FIG. 4). Time t6 to time t8). For this reason, the catalyst temperature can be raised faster.
Therefore, during the catalyst warm-up operation, the fuel mixture ratio can be kept constant, and the catalyst temperature can be raised faster.

In addition, by the hybrid control module 81 as the catalyst warm-up control means, the engine speed rpm1 and the engine torque T1 are controlled to be constant during the catalyst warm-up operation, and the transmission input shaft speed rpm2 is determined from the engine speed rpm1. A configuration is adopted in which the shift control is performed at a low rotational speed and the slip differential rotation is maintained (step S10 in FIG. 2 to step S23 in FIG. 3 and time t6 to time t8 in FIG. 4).
For this reason, when performing the catalyst warm-up operation, the engine speed rpm1 and the engine torque T1 are controlled to be constant by engine control suitable for catalyst warm-up, and the catalyst warm-up can be performed. Transient operation is not necessary. Thereby, in the horizontally mounted engine 2, the change in the air-fuel ratio due to the change in the air amount during the catalyst warm-up operation can be reduced, the engine out-emission can be reduced, and the exhaust gas emission amount during the catalyst warm-up operation can be reduced. Can do.

In the first embodiment, a configuration is adopted in which the motor torque T2 is controlled by the hybrid control module 81 as the catalyst warm-up control means so that the total torque obtained by adding the motor torque T2 and the engine torque T1 becomes the required drive torque. (Step S15 in FIG. 2 to Step S26 in FIG. 3, time t6 to time t8 in FIG. 4).
For this reason, at the time of catalyst warm-up operation, running performance can be maintained while performing catalyst warm-up.

In the first embodiment, the hybrid control module 81 serving as a catalyst warm-up control means causes the first clutch 3 to reach the transmission input shaft rotational speed rpm2 when the gear ratio of the belt-type continuously variable transmission 6 reaches the highest gear ratio. A configuration is adopted in which the engine speed rpm1 is controlled in accordance with the vehicle speed VSP so as to exceed the speed obtained by adding the slip differential speed α1 (step S17 to step S20 in FIG. 3, time t7 to time t8 in FIG. 4). ).
That is, since the engine speed rpm1 is controlled according to the vehicle speed VSP, the gear ratio of the belt type continuously variable transmission 6 does not become the highest gear ratio. For this reason, slip differential rotation is maintained. As a result, shocks and the like due to fluctuations in the engine speed rpm1 and engine torque T1 are absorbed by slip differential rotation (slip engagement state), so shocks and the like due to fluctuations in the engine speed rpm1 and engine torque T1 are absorbed by the front wheels 10R and 10L. Not transmitted to.
Therefore, during the catalyst warm-up operation, shock due to fluctuations in the engine speed rpm1 and engine torque T1 is not transmitted to the front wheels 10R, 10L, so that drivability does not deteriorate.

In the first embodiment, when the catalyst warm-up operation is maintained by the hybrid control module 81 as the catalyst warm-up control means, the control is prohibited when the function required performance other than the catalyst warm-up operation cannot be satisfied. In addition, a configuration in which the first clutch 3 is engaged is adopted (steps S22 and S25 in FIG. 3).
In such a case, the control by the catalyst warm-up control means is prohibited and the first clutch 3 is engaged, so that the vehicle is driven by the horizontally installed engine 2 (HEV traveling).
Therefore, the function required performance can be satisfied.

In the first embodiment, when the catalyst temperature reaches the activation temperature by the hybrid control module 81 as the catalyst warm-up control means, the catalyst warm-up operation is terminated (Step S21, Step S23 to Step S26 in FIG. 3, FIG. 4). Time t8).
That is, when the catalyst temperature reaches the activation temperature, the exhaust gas purifying action of the catalyst 2b functions (maintains the exhaust performance).
Therefore, when the horizontally placed engine 2 is actually ignited after the catalyst warm-up operation is completed, the exhaust gas discharged from the horizontally placed engine 2 can be purified by the catalyst 2b.

Next, the effect will be described.
In the hybrid vehicle control device of the first embodiment, the following effects can be obtained.

(1) The drive system includes an engine (horizontal engine 2) and a motor (motor / generator 4), and a friction clutch (first clutch 3) between the engine (horizontal engine 2) and the motor (motor / generator 4). ), And a continuously variable transmission (belt type continuously variable transmission 6) between the motor (motor / generator 4) and the drive wheels (front wheels 10R, 10L),
A catalyst 2b for purifying exhaust gas of the engine (horizontal engine 2);
A catalyst warm-up control means (hybrid control module 81) for warming the catalyst 2b to the activation temperature by the engine (horizontal engine 2);
The catalyst warm-up control means (hybrid control module 81) is a catalyst warm-up that travels while performing the catalyst warm-up for controlling the engine (horizontal engine 2) while the friction clutch (first clutch 3) is in the slip engagement state. During operation, the motor torque T2 of the motor (motor / generator 4) is controlled in accordance with the drive torque required by the driver, and the friction clutch (first clutch) is controlled by the shift control of the continuously variable transmission (belt type continuously variable transmission 6). The slip engagement state of the clutch 3) is maintained (FIGS. 1 to 4).
For this reason, the driver's required drive torque while warming up the catalyst by engine control suitable for catalyst warm-up when a hybrid vehicle having an engine (horizontal engine 2) and one motor (motor / generator 4) is running. It can correspond to.

(2) The catalyst warm-up control means (hybrid control module 81) controls the engine rotation speed rpm1 and engine torque T1 of the engine (horizontal engine 2) to be constant during the catalyst warm-up operation, thereby continuously variable transmission ( The transmission input shaft speed rpm2 of the belt-type continuously variable transmission 6) is controlled to be lower than the engine speed rpm1 to maintain the slip differential rotation of the friction clutch (first clutch 3) (FIG. 2). FIG. 4).
For this reason, in addition to the effect of (1), the fuel mixture ratio can be kept constant during the catalyst warm-up operation, and the catalyst temperature can be raised faster.

(3) The catalyst warm-up control means (hybrid control module 81) adds the motor torque T2 and the engine torque T1 of the engine (horizontal engine 2) transmitted by the slip engagement capacity of the friction clutch (first clutch 3). The motor torque T2 is controlled so that the total torque thus obtained becomes the required drive torque (FIGS. 2 to 4).
For this reason, in addition to the effect of (1) or (2), the running performance can be maintained while performing the catalyst warm-up during the catalyst warm-up operation.

(4) The catalyst warm-up control means (hybrid control module 81) frictions the transmission input shaft rotational speed rpm2 when the gear ratio of the continuously variable transmission (belt type continuously variable transmission 6) is the highest gear ratio. The engine speed rpm1 is controlled in accordance with the vehicle speed VSP so as to exceed the rotational speed obtained by adding the slip differential rotational speed α1 of the clutch (first clutch 3) (FIGS. 3 and 4).
For this reason, in addition to the effect of (2) or (3), during the catalyst warm-up operation, since it is not transmitted to the front wheels 10R, 10L such as shocks due to fluctuations in the engine speed rpm1 and engine torque T1, the drivability does not deteriorate.

(5) If the catalyst warm-up control means (hybrid control module 81) maintains the catalyst warm-up operation and cannot satisfy the function required performance other than the catalyst warm-up operation, the catalyst warm-up control means prohibits the control and the friction clutch (First clutch 3) is engaged (FIG. 3).
For this reason, in addition to the effects (1) to (4), the required function performance can be satisfied.

(6) The catalyst warm-up control means (hybrid control module 81) ends the catalyst warm-up operation when the catalyst temperature reaches the activation temperature (FIGS. 3 and 4).
For this reason, in addition to the effects (1) to (5), when the horizontally placed engine 2 is actually ignited after the catalyst warm-up operation is completed, the exhaust gas discharged from the horizontally placed engine 2 can be purified by the catalyst 2b. it can.

  As mentioned above, although the control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, The invention which concerns on each claim of a claim Design changes and additions are permitted without departing from the gist of the present invention.

  In Example 1, the belt-type continuously variable transmission 6 was shown as a continuously variable transmission. However, the continuously variable transmission may be a toroidal continuously variable transmission. In short, any continuously variable transmission may be used.

  In Example 1, the example which provided the 2nd clutch 5 in the drive system of FF hybrid vehicle was shown. However, in order to perform catalyst warm-up control, the second clutch 5 may not be provided. That is, the motor shaft of the motor / generator 4 and the input shaft of the belt type continuously variable transmission 6 may be in a directly connected state.

  In Example 1, the example controlled by the gear ratio was shown. However, it may be controlled by the reduction ratio. In this case, “transmission output shaft rotation speed × highest speed ratio (speed ratio at the highest time of the belt-type continuously variable transmission 6)” in steps S11, S17 and S18 of FIG. Shaft speed / highest speed reduction ratio (highest speed reduction ratio).

  In the first embodiment, an example in which it is determined whether or not there is a catalyst warm-up operation request in step S8 of FIG. 3 based on whether or not the catalyst temperature has reached the activation temperature is shown. However, the determination may be made based on the coolant temperature of the horizontal engine 2 or the like. That is, it is determined that there is a request for catalyst warm-up operation when the horizontally placed engine 2 is in a cold state based on the cooling water temperature, and “catalyst warm-up operation request is requested when the horizontally installed engine 2 is not in a cold state. It is judged as “None”.

  In the first embodiment, in step S21 of FIG. 3, an example of determining whether or not to end the catalyst warm-up operation is determined based on whether or not the exhaust gas amount is larger than the catalyst warm-up required amount. However, the determination may be made based on whether or not the catalyst temperature has reached the activation temperature. That is, when the catalyst temperature has reached the activation temperature, it is determined that “catalyst warm-up operation has been completed”, and when the catalyst temperature has not reached the activation temperature, it is determined that “catalyst warm-up operation has been continued”.

  In Example 1, the example which has the catalyst 2b in the exhaust passage 2a (exhaust system) of the horizontal engine 2 was shown. However, the catalyst 2b is not limited to the arrangement shown in the first embodiment as long as the exhaust gas can be purified.

  In the first embodiment, an example in which the hybrid vehicle is an FF hybrid vehicle has been described. However, the configuration is not limited to that shown in the first embodiment. For example, the present invention may be applied to FR hybrid vehicles, 4WD hybrid vehicles, and plug-in hybrid vehicles. In short, an engine and a one-motor type hybrid system may be used.

2 Horizontal engine (engine)
3 First clutch (friction clutch)
4 Motor / generator (motor)
10R, 10L front wheel (drive wheel)
6 Belt type continuously variable transmission (continuously variable transmission)
2a Exhaust passage (exhaust system)
2b Catalyst 81 Hybrid control module (catalyst warm-up control means)
rpm1 Engine speed
rpm2 Transmission input shaft speed
T1 engine torque
T2 Motor torque α1 Slip difference speed
VSP vehicle speed

Claims (6)

In a hybrid vehicle comprising an engine and a motor in a drive system, a friction clutch interposed between the engine and the motor, and a continuously variable transmission interposed between the motor and the drive wheel,
A catalyst for purifying the exhaust gas of the engine;
A catalyst warm-up control means for warming the catalyst to the activation temperature by the engine;
The catalyst warm-up control means is configured to perform the catalyst warm-up operation in which the friction clutch is in a slip-engaged state and travels while performing the catalyst warm-up for engine control of the engine. A control apparatus for a hybrid vehicle, wherein the slip torque engagement state of the friction clutch is maintained by shift control of the continuously variable transmission. In the hybrid vehicle control device according to claim 1,
The catalyst warm-up control means controls the engine speed and engine torque of the engine to be constant during the catalyst warm-up operation, and the transmission input shaft speed of the continuously variable transmission is lower than the engine speed. A control apparatus for a hybrid vehicle, wherein a shift control is performed to a rotational speed to maintain slip differential rotation of the friction clutch. In the hybrid vehicle control device according to claim 1 or 2,
The catalyst warm-up control means controls the motor torque so that a total torque obtained by adding the motor torque and the engine torque of the engine transmitted by the slip engagement capacity of the friction clutch becomes the required drive torque. A control apparatus for a hybrid vehicle characterized by the above. In the hybrid vehicle control device according to claim 2 or 3,
The catalyst warm-up control means exceeds the rotational speed obtained by adding the slip differential rotational speed of the friction clutch to the transmission input shaft rotational speed when the speed ratio of the continuously variable transmission is the highest speed ratio. A control apparatus for a hybrid vehicle, wherein the engine speed is controlled according to a vehicle speed. In the control apparatus of the hybrid vehicle as described in any one of Claim 1- Claim 4,
The catalyst warm-up control means prohibits control and engages the friction clutch when the function required performance other than the catalyst warm-up operation cannot be satisfied if the catalyst warm-up operation is maintained. A control device for a hybrid vehicle. In the hybrid vehicle control device according to any one of claims 1 to 5,
The catalyst warm-up control means ends the catalyst warm-up operation when the catalyst temperature reaches the activation temperature.