JP6686404B2 - Hybrid vehicle - Google Patents

Description

  The present disclosure relates to a hybrid vehicle equipped with an internal combustion engine having an exhaust passage in which an exhaust purification device is detachably configured.

  In recent years, as environmental awareness has increased, it has been desired to improve the purification performance of environmental pollutants and harmful substances contained in the exhaust gas of internal combustion engines mounted on vehicles. Particularly in diesel engines that use light oil fuel, particulate matter contained in exhaust gas is a problem, and various exhaust gas purification devices for purifying these are installed in the exhaust passage of the internal combustion engine.

  As an example of this type of exhaust emission control device, for example, Patent Document 1 discloses a configuration in which a filter for collecting particulate matter contained in exhaust gas of a diesel engine is provided in an exhaust passage. In this document, in particular, the amount of particulate matter trapped in the filter is estimated based on the differential pressure before and after the filter, and the estimation result is compared with the amount of deposit calculated by another method to detect the abnormality of the filter. It is described that a judgment is made.

JP, 2014-98362, A

  By the way, this type of exhaust emission control device may be removed depending on various users (for example, user convenience or maintenance reasons). Then, unpurified exhaust gas is exhausted to the outside, so that the purification performance is significantly reduced. On the other hand, it is considered effective to introduce into the vehicle means for monitoring the removal of the exhaust emission control device by the user. For example, if the exhaust gas purification device is normally installed in the exhaust passage through which the exhaust gas flows, a considerable pressure difference will occur before and after the exhaust gas purification device. By detecting the differential pressure due to the presence of the exhaust emission control device in this manner, the act of removing the exhaust emission control device by the user can be monitored. Since the configuration for detecting the differential pressure is also adopted in the existing vehicle as in Patent Document 1, the introduction cost can be reduced.

  However, the monitoring of the exhaust emission control device based on such a differential pressure needs to be under the condition that the differential pressure can be effectively generated by the exhaust gas flowing through the exhaust passage when the internal combustion engine is operating. . Therefore, in a hybrid vehicle in which the internal combustion engine and the rotating electric machine are selectively used depending on the running state, the internal combustion engine may be stopped, and under such a situation, it becomes difficult to monitor the exhaust emission control device. It is preferable to monitor the exhaust emission control device at a predetermined cycle based on, for example, the traveling distance or traveling time of the vehicle, but it is difficult to handle the hybrid vehicle because the internal combustion engine is not stopped for a considerable period of time. Is.

  At least one embodiment of the present invention has been made in view of the above problems, and provides a hybrid vehicle capable of monitoring an exhaust emission control device in an exhaust passage at a predetermined timing regardless of the operating state of an internal combustion engine. With the goal.

  (1) In order to solve the above-mentioned problems, a hybrid vehicle according to at least one embodiment of the present invention has an internal combustion engine having an exhaust passage in which an exhaust purification device is detachably attached, and is driven by the internal combustion engine to generate electric power. A first rotating electric machine, a differential pressure detecting unit that detects a differential pressure between an upstream side and a downstream side of an attachment position in the exhaust passage where the exhaust gas purification device is attachable / detachable, and the first rotating electric machine is controlled. A rotating electrical machine control unit and a determining unit that determines an abnormality in the exhaust passage are provided, and the determining unit is controlled by the rotating electrical machine control unit so that the first rotating electrical machine drives the internal combustion engine. At this time, the abnormality is determined based on the differential pressure detected by the differential pressure detection unit.

  With configuration (1) above, the internal combustion engine in a stopped state can be mechanically driven by driving the first rotary electric machine by the rotary electric machine control unit. Thus, even when the internal combustion engine is in a stopped state, air can be sent to the exhaust passage by driving the internal combustion engine by the first rotating electric machine. As a result, even in a hybrid vehicle in which the internal combustion engine may stop depending on the running state, it is possible to create a condition in which a differential pressure can be effectively generated before and after the exhaust gas purification device regardless of the operating state of the internal combustion engine, and the exhaust gas is exhausted at a predetermined timing. The purifier can be monitored. Further, since driving the internal combustion engine by the first rotating electric machine does not involve fuel consumption, it is possible to ensure good fuel efficiency.

  (2) In some embodiments, in the configuration of (1), the differential pressure detection unit has the differential pressure that is less than a first reference differential pressure when the first rotating electric machine is driven. In this case, the differential pressure is detected again while the internal combustion engine is operating, and the determination unit determines that the detected differential pressure is less than a second reference differential pressure that is greater than the first reference differential pressure. If it is, it is determined that the abnormality is present.

  According to the configuration of (2) above, when it is suspected that the exhaust gas purification device has been removed from the exhaust passage because the differential pressure is less than the predetermined differential pressure, the differential pressure is restored again while the internal combustion engine is operating. An abnormality determination is performed based on the result of pressure detection. The air supply that can be generated by driving the internal combustion engine by the first rotating electric machine is generally weaker than the exhaust gas from the internal combustion engine that is operating with fuel consumption, and accordingly the abnormality determination accuracy also decreases. Therefore, when an abnormality is suspected by the differential pressure detection that drives the first rotating electric machine, the differential pressure detection is performed again while the internal combustion engine is operating, so that an accurate abnormality determination can be performed.

  (3) In some embodiments, in the configuration of (2), the determination unit is configured such that the differential pressure when the first rotary electric machine is driven is equal to or higher than the first reference differential pressure. , It is determined that there is no abnormality.

  In the configuration of (3), when the normal result is obtained by the differential pressure detection driving the first rotating electric machine, the determination is ended without operating the internal combustion engine. As a result, the number of operations of the internal combustion engine can be suppressed, and the deterioration of fuel efficiency can be suppressed.

  (4) In some embodiments, in the configuration according to any one of (1) to (3), the exhaust emission control device supplements particulate matter contained in the exhaust gas flowing through the exhaust passage, It is a device that can perform a regeneration process by operation, and the determination unit determines the abnormality based on the differential pressure when the regeneration process is performed in the exhaust gas purification device.

  According to the configuration of (4) above, the internal combustion engine is operating when the regeneration processing is being performed by the exhaust gas purification device, so that a differential pressure is appropriately generated before and after the exhaust gas purification device. Therefore, the abnormality determination can be accurately performed. In addition, by utilizing the situation where the internal combustion engine is being operated for regeneration processing, fuel consumption can be saved and fuel consumption performance can be improved compared to when operating the internal combustion engine exclusively for differential pressure detection. Can be secured.

  (5) In some embodiments, in the configuration of the above (4), the regeneration process is performed on the particulate matter estimated based on a running state after the regeneration process is performed last time in the exhaust emission control device. It is carried out when the accumulated amount of is over a predetermined amount.

  According to the above configuration (5), the regeneration process is performed when the amount of particulate matter accumulated in the exhaust gas purification device becomes sufficiently large. Therefore, by performing the abnormality determination in accordance with the timing, it is possible to improve Fuel economy performance can be secured.

  (6) In some embodiments, in any one of the configurations (1) to (5), a second rotating electric machine driven by electric power supplied from a battery is provided, and the second rotating electric machine is driven. When the charge amount of the battery in which the electric power for performing the operation is stored is less than the predetermined charge amount, the driving of the first rotating electric machine by the rotating electric machine control unit is prohibited.

  In the above configuration (6), when the charge amount of the battery is small, it is possible to prevent the battery from being over-discharged by prohibiting the driving of the first rotating electric machine that consumes the battery power. This can contribute to extending the life of the battery.

  (7) In some embodiments, in the configuration of (6), the internal combustion engine is forcibly started when the driving of the first rotary electric machine by the rotary electric machine control unit is prohibited.

  With the configuration (7) above, even if the first rotating electric machine cannot be driven, the differential pressure can be detected by starting the internal combustion engine. Thereby, even when the charge amount of the battery is small, the abnormality determination can be performed.

  (8) In some embodiments, in any one of the configurations (1) to (7) described above, a first traveling mode in which the second rotating electric machine is used as the traveling power source and an internal combustion engine are used. A second traveling mode in which the second rotating electric machine is used as the traveling power source by driving the second rotating electric machine using electric power generated by driving the first rotating electric machine; A third traveling mode in which the second rotating electrical machine and the internal combustion engine are used as the traveling power source is configured to be selectable, and the determination unit, when the third traveling mode is selected, Driving of the first rotary electric machine by the rotary electric machine control unit is prohibited.

  In the configuration of (8) above, in the third traveling mode in which the internal combustion engine is used as the power source for traveling, exhaust gas sufficient for differential pressure detection is supplied to the exhaust passage, so that unnecessary power consumption is avoided. Further, the driving of the first rotating electric machine is prohibited. This makes it possible to achieve good energy efficiency according to the running state of the vehicle.

  (9) In some embodiments, in any one of the configurations (1) to (8) described above, a battery storing electric power for driving the second rotating electric machine can be charged from an external power source. It is configured.

  According to the above configuration (9), in the hybrid vehicle (so-called plug-in hybrid vehicle) in which the battery can be charged from the external power source, the period in which the first rotating electric machine is used as the traveling power source is extended by the charging power. Therefore, the period during which the internal combustion engine is in the stopped state also becomes longer. In such a vehicle, the above configuration is particularly effective.

  According to at least one embodiment of the present invention, it is possible to provide a hybrid vehicle that can monitor the exhaust purification device in the exhaust passage at a predetermined timing regardless of the operating state of the internal combustion engine.

1 is a schematic diagram showing a configuration example of a vehicle according to at least one embodiment of the present invention. It is a schematic diagram which expands and shows the vicinity of the exhaust emission control device of FIG. FIG. 2 is a block diagram showing an internal configuration of the ECU of FIG. 1 together with peripheral configurations. 3 is a flowchart showing the contents of control executed by the ECU of FIG. 1.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative positions, and the like of the components described as the embodiments or shown in the drawings are not intended to limit the scope of the present invention thereto, but are merely illustrative examples. Absent.
For example, expressions that represent relative or absolute arrangements such as “in a certain direction”, “along a certain direction”, “parallel”, “orthogonal”, “center”, “concentric”, or “coaxial” are strict. In addition to representing such an arrangement, it also represents a state in which the components are relatively displaced by a tolerance or an angle or a distance at which the same function can be obtained.
Further, for example, the expression representing a shape such as a quadrangle or a cylindrical shape does not only represent a shape such as a quadrangle or a cylindrical shape in a geometrically strict sense, but also an uneven portion or A shape including a chamfered portion and the like is also shown.
On the other hand, the expressions “comprising”, “comprising”, “comprising”, “including”, or “having” one element are not exclusive expressions excluding the existence of other elements.

  1 is a schematic diagram showing a configuration example of a vehicle 1 according to at least one embodiment of the present invention, FIG. 2 is an enlarged schematic diagram showing the vicinity of the exhaust emission control device 2 of FIG. 1, and FIG. 1 is a block diagram showing an internal configuration of the ECU 30 of FIG. 1 together with peripheral configurations, and FIG. 4 is a flowchart showing a control content executed by the ECU 30 of FIG. 1.

  The vehicle 1 includes an internal combustion engine 4, which is a diesel engine capable of outputting power by burning light oil fuel, as a power source for traveling, and a second rotating electric machine 10 that can be driven by electric energy stored in a battery 5. It is a hybrid vehicle equipped with. The internal combustion engine 4 is configured to be connectable via a clutch 6 to a power transmission path provided with the second rotating electric machine 10.

  The exhaust gas generated by the combustion of the internal combustion engine 4 is exhausted to the outside via the exhaust passage 3. An exhaust gas purification device 2 for purifying exhaust gas is provided on the exhaust passage 3. In the present embodiment, a filter device for capturing particulate matter contained in the exhaust gas of the internal combustion engine 4 which is a diesel engine is exemplified as the exhaust gas purification device 2. As shown in FIG. 2, the exhaust emission control device 2 includes an oxidation catalyst 2a provided in a front stage and a filter 2b provided in a rear stage. The filter 2b captures the particulate matter contained in the exhaust gas and accumulates it inside. When the amount of particulate matter accumulated in the filter 2b increases, clogging reduces the collection performance of the filter 2b. Therefore, in the exhaust gas purification device 2, at a predetermined timing, a regeneration process can be performed in which the temperature of the exhaust gas from the internal combustion engine 4 is raised by the oxidizing action of the oxidation catalyst 2a in the preceding stage and the particulate matter accumulated in the filter 2b is burned. Has been done.

  As shown in FIG. 2, a first exhaust pressure sensor 21 and a second exhaust pressure sensor 22 are provided on the upstream side and the downstream side of the filter 2b in the exhaust passage 3, respectively. As will be described later, the difference between the exhaust pressures detected by the first exhaust pressure sensor 21 and the second exhaust pressure sensor 22 is calculated by the differential pressure detection unit 40, so that the exhaust gas before and after the exhaust purification device 2 is exhausted. Differential pressure can be detected. The differential pressure detected in this way is used for the above-described regeneration control start timing determination control and the abnormality determination control described below.

  The exhaust gas purification device 2 is configured to be detachable on the exhaust passage 3 of the internal combustion engine 4. The specific mounting structure of the exhaust gas purification device 2 to the exhaust passage 3 follows a known example, and a detailed description thereof will be omitted here. Exhaust gas purification device 2 may be removed due to circumstances on the user side (for example, user convenience or maintenance), but if this is done, unpurified exhaust gas will be discharged to the outside, and exhaust gas regulations will be addressed. Will be difficult. In the vehicle 1 according to the present embodiment, such removal of the exhaust gas purification device 2 can be appropriately monitored by performing the abnormality determination control described below.

  In the present embodiment, a filter device for capturing particulate matter is exemplified as the exhaust gas purification device 2 that is detachably provided in the exhaust passage 3, but this is a device that is used for purification of exhaust gas. Is not limited within a certain range. For example, when the internal combustion engine 4 is a gasoline engine, it may be a three-way catalyst that purifies harmful components contained in exhaust gas by reduction / oxidation.

  Returning to FIG. 1 again, the battery 5 is a secondary battery unit capable of storing electric power, and is configured to include, for example, a lithium ion secondary battery having a high energy density. Electric power is stored in the battery 5 as direct current power, and after being converted into alternating current by the inverter 9, it is supplied to the first rotary electric machine 11 and the second rotary electric machine 10 to generate the second rotary electric machine 10 and the second rotary electric machine 10. The first rotating electric machine 11 can be driven as a motor. On the other hand, when the second rotating electric machine 10 and the first rotating electric machine 11 function as generators, the AC power generated by the second rotating electric machine 10 and the first rotating electric machine 11 is converted into DC by the inverter 9. After the conversion, the battery 5 is charged.

  Here, on the side of the vehicle body of the vehicle 1, a charging section 8b is provided to which a charging connector (not shown) provided at the tip of a power cable 8a extending from the external power source 8 can be connected. That is, the vehicle 1 is a plug-in type hybrid vehicle. The charging unit 8b is electrically connected to the battery 5 inside the vehicle body, and when the charging connector is connected to the charging unit 8b, the battery 5 is charged by the electric power supplied from the external power source 8. There is.

  The second rotating electric machine 10 is, for example, a permanent magnet type synchronous motor that can be driven by AC power, and is used as a power source for traveling together with the internal combustion engine 4. The second rotating electric machine 10 is driven by the electric power from the battery 5, and can obtain higher torque than the internal combustion engine 4, especially in a low speed range.

  The first rotating electric machine 11 is a generator capable of generating electric power by using a part of the output of the internal combustion engine 4. The first rotating electric machine 11 is mechanically connected to the output shaft of the internal combustion engine 4 via a belt mechanism (not shown), and is driven by the power of the internal combustion engine 4 transmitted by the belt mechanism to generate power. I do. The electric power generated by the first rotating electric machine 11 is converted into a direct current by the inverter 9 and then charged in the battery 5.

  The first rotary electric machine 11 is also configured to be capable of functioning as a motor by being driven by the power of the battery 5 to perform power running. When the first rotating electric machine 11 is driven as a motor, the output of the first rotating electric machine 11 is transmitted to the output shaft of the internal combustion engine 4 via the belt mechanism. As a result, even when the internal combustion engine 4 is in the stopped state, it is forcibly driven by the first rotating electric machine 11 without fuel injection.

  As described above, in the present embodiment, the first rotary electric machine 11 for power generation is used as the first rotary electric machine 11 that is means for forcibly driving the internal combustion engine 4. However, instead of this, the internal rotary electric machine 11 is used. A starter motor used for cranking at the time of starting the engine 4 may be used, or the first rotating electric machine 11 may be provided as a component different from the generator and the starter motor.

  Further, in the vehicle 1, a vehicle speed sensor 12 for detecting the vehicle speed Vs of the vehicle 1, an accelerator sensor 13 for detecting the accelerator opening, a gradient sensor 14 for detecting the gradient of the road, and a charge amount of the battery 5. A charge amount sensor 15 for detecting SOC is provided. The detection results of these sensors are sent to the ECU 30 as electric signals via a predetermined signal line.

  An ECU (Electric Control Unit) 30 is a control unit of the vehicle 1 and is composed of an electronic arithmetic unit. Various programs relating to vehicle control are pre-installed in the control device 30, and are appropriately executed according to the state of the vehicle 1.

  Here, of the controls executed by the ECU 30, the control relating to vehicle traveling will be schematically described. In the vehicle 1, when the traveling range (D range) is selected by the driver's operation of the shift lever (not shown), the ECU 30 determines the EV traveling mode (first traveling mode) or the series traveling according to the traveling state of the vehicle 1. Any one of three traveling modes of a mode (second traveling mode) and a parallel traveling mode (third traveling mode) is selected.

  The EV traveling mode (first traveling mode) is a mode in which so-called EV traveling is performed by using the second rotating electric machine 10 as a power source for traveling. In this mode, the driving power is supplied by driving the second rotating electric machine 10 with the electric energy stored in the battery 5, so that the internal combustion engine 4 is in a stopped state and fuel is not consumed. In the present embodiment, by fully charging the battery 5 with the external power source 8, it is possible to increase the proportion occupied by the EV traveling mode during traveling, so that fuel consumption can be suppressed and good fuel efficiency performance can be achieved.

  In the EV running mode, the clutch 6 is switched to the disengaged state, so that the internal combustion engine 4 in the stopped state is disconnected from the power transmission system. As a result, the internal combustion engine 4 in the stopped state does not become a load on the drive wheels 7.

  The series traveling mode (second traveling mode) is common to the EV traveling mode described above in that the second rotary electric machine 10 is used as a power source for traveling, but the first rotary electric machine that is a generator by the internal combustion engine 4 is used. In this mode, a larger driving force can be obtained by generating electric power at 11 and increasing the amount of electric power supplied to the second rotating electric machine 10. Therefore, the series traveling mode is selected when a relatively large driving force is required as compared with the EV traveling mode normally selected. Specifically, when the traveling road is an uphill (when the gradient detected by the gradient sensor 14 is large) or when rapid acceleration is requested (the accelerator sensor 13 determines that the depression amount of the accelerator pedal is large). Case) is applicable.

  In the series traveling mode, the internal combustion engine 4 is operated but does not directly contribute as a power source for traveling, so that the clutch 6 is in the disengaged state as in the EV traveling mode. As a result, the power of the internal combustion engine 4 is transmitted to the first rotary electric machine 11 without waste, so that efficient power generation is performed.

  The series traveling mode may be executed at an arbitrary timing when the charge amount of the battery 5 becomes low. For example, the ECU 30 monitors the detection value of the charge amount sensor 15 to operate the internal combustion engine 4 when the charge amount of the battery 5 becomes less than a predetermined threshold value while traveling in the EV traveling mode, thereby performing series traveling. Switch to mode. As a result, the charge amount of the battery 5 can be restored by the electric power generated by the first rotating electric machine 11, and the battery 5 can be prevented from being over-discharged. Alternatively, the driver may operate the charging switch (not shown) provided in the vehicle 1 while traveling in the EV traveling mode to operate the internal combustion engine 4 to shift to the series traveling mode. In this case, the charge amount of the battery 5 can be recovered at the timing according to the driver's request.

  The parallel traveling mode (third traveling mode) is a mode in which a higher output can be obtained by using both the second rotating electric machine 10 and the internal combustion engine 4 as a driving power source. Therefore, the parallel traveling mode is performed when a higher output than the EV traveling mode or the series traveling mode is required, for example, during high-speed traveling. In the present embodiment, when the vehicle speed detected by the vehicle speed sensor 12 exceeds a predetermined threshold value, the parallel traveling mode is controlled. Further, not only in such a case, even when the vehicle is traveling in the EV traveling mode or the series traveling mode, the internal combustion engine 4 is supplied with fuel by obtaining driving force from the electric energy charged in the battery 5 depending on the traveling state of the vehicle 1. If it is determined that it is more efficient to burn the vehicle to obtain the driving force, the control may be appropriately switched to the parallel traveling mode.

  In the series traveling mode, the output of the internal combustion engine 4 is supplied to the power transmission system by controlling the clutch 6 in the connected state.

  Next, the abnormality determination control executed by the ECU 30 will be described. As described above, the exhaust gas purification device 2 is detachably installed in the exhaust passage 3. However, the exhaust gas purification device 2 is removed due to circumstances on the user side (for example, user convenience or maintenance). It may end up. Then, unpurified exhaust gas is discharged to the outside, and it becomes difficult to comply with exhaust gas regulations. Therefore, it is necessary to monitor the removal of such an exhaust purification device. In the present embodiment, the presence or absence of the exhaust gas purification device 2 in the exhaust passage 3 can be preferably monitored by executing the abnormality determination control described below by the ECU 30.

  First, the internal configuration of the ECU 30 relating to the abnormality determination control will be described with reference to FIG. The ECU 30 includes a start condition determination unit 32 that determines the start condition of the abnormality determination control, a regeneration process control unit 34 that controls the regeneration process of the exhaust emission control device 2, and a charge amount detection unit 36 that detects the charge amount SOC of the battery 5. A rotary electric machine control unit 38 that controls the first rotary electric machine 11, a differential pressure detection unit 40 that detects a differential pressure ΔP between the upstream side and the downstream side of the exhaust gas purification device 2, and an exhaust gas purification device in the exhaust passage 3. The determination unit 42 that determines the presence / absence of 2 and the notification unit 44 that notifies the determination result of the determination unit 42 are provided.

  The start condition determination unit 32 determines whether or not the start condition of the abnormality determination control is satisfied. The start condition is prepared by being stored as reference data in a storage device such as a memory built in the ECU 30 in advance. The start condition determination unit 32 reads the start condition by accessing such a storage device, and determines the success or failure of the start condition based on the detection results of the various sensors described above.

  The regeneration processing control unit 34 controls the regeneration processing of the exhaust emission control device 2. In the exhaust emission control device 2, when the particulate matter trapping performance is deteriorated due to the accumulation of the particulate matter in the filter 2b, the regeneration process is performed according to an instruction from the regeneration process control unit 34. Since the regeneration process is performed by supplying the exhaust gas of high sound temperature raised by the oxidation catalyst to the filter 2b as described above, when the internal combustion engine 4 is in a stopped state (for example, traveling in the EV traveling mode). At this time), the internal combustion engine 4 is started by the regeneration processing control unit 34.

  In addition, the regeneration processing control unit 34 determines the execution timing of the regeneration processing by estimating the deposition amount of the particulate matter on the filter 2b. Here, the deposition amount of the particulate matter is estimated based on, for example, the elapsed time from the previous execution of the regeneration process in the filter 2b, the traveling distance, etc. (There are various techniques for estimating the deposition amount of the particulate matter. Since they are publicly known, they will be adopted as appropriate and the details will be omitted).

  The charge amount detection unit 36 detects the charge amount SOC of the battery 5 by accessing the charge amount sensor 15. In the ECU 30, an appropriate charging area of the battery 5 is defined in advance, and charge / discharge control is performed so that deterioration of the battery 5 does not progress due to overcharging / discharging.

  The rotary electric machine control unit 38 controls the drive state of the first rotary electric machine 11. Particularly in the present embodiment, the rotary electric machine control unit 38 mechanically drives the internal combustion engine 4 in the stopped state by driving the first rotary electric machine 11 using the electric energy from the battery 5. As a result, it becomes possible to supply air from the internal combustion engine 4 to the exhaust passage 3 without accompanying combustion of fuel (specifically, it remains in the combustion chamber or intake passage of the internal combustion engine 4). The gas is mechanically delivered to the exhaust passage 3).

  The differential pressure detection unit 40 detects the differential pressure ΔP by acquiring detection values from the first exhaust pressure sensor 21 and the second exhaust pressure sensor 22 and calculating the difference between them. In order for the differential pressure detection unit 40 to properly detect the differential pressure ΔP, it is premised that a gas flow is generated in the exhaust passage 3. When the internal combustion engine is in a stopped state as in the EV traveling mode, exhaust gas due to combustion of fuel does not occur, but the first rotating electric machine 11 is driven by the rotating electric machine control unit 38 to drive the internal combustion engine 4 to operate. The differential pressure ΔP can be detected by generating a gas flow by mechanically driving.

  The determination unit 42 determines the presence or absence of the exhaust gas purification device 2 in the exhaust passage 3 based on the differential pressure ΔP detected by the differential pressure detection unit 40. When the exhaust gas purification device 2 is installed in the exhaust passage 3, the exhaust gas purification device 2 becomes a resistance to the exhaust gas flowing through the exhaust passage 3, so that the differential pressure becomes relatively large. On the other hand, when the exhaust gas purification device 2 is removed from the exhaust passage 3, the differential pressure becomes relatively small because there is no configuration that provides resistance to the exhaust gas flowing through the exhaust passage 3. The determination unit 42 determines the presence or absence of the exhaust emission control device 2 based on the magnitude of the differential pressure ΔP.

  The notification unit 44 notifies the driver of the determination result of the determination unit 42 (whether the exhaust gas purification device 2 is present or not). Specifically, the notification unit 44 is configured as a means such as a predetermined indicator that can appeal to the driver's five senses.

Subsequently, specific contents of the abnormality determination control will be described with reference to FIG.
First, the start condition determination unit 32 determines whether or not the start condition for the abnormality determination control is satisfied (step S1). The start condition determination unit 32 reads the start condition by accessing a storage device built in the ECU 30, and determines success or failure of each item included in the start condition. Here, the start condition is set so that the abnormality determination control is executed at an appropriate timing, and for example, the abnormality determination control is set to be executed at the timing when the traveling distance from the previous determination reaches a predetermined distance. Alternatively, the abnormality determination control may be set to be executed at the timing when the running time from the previous determination reaches a predetermined time. Further, the abnormality determination control may be set to be executed at least once for each driving cycle of the vehicle 1 (from the time of once being key-on to the time of being key-off).

  When the start condition is satisfied (step S1: YES), the ECU 30 determines whether or not the regeneration processing control unit 34 is performing the regeneration processing of the exhaust gas purification device 2 (step S2). When the regeneration processing of the exhaust emission control device 2 is performed (step S2: YES), it is determined whether the differential pressure ΔP detected by the differential pressure detection unit 40 is larger than a predetermined threshold ΔP1 (step S3). When the regeneration process is performed in this way, the internal combustion engine 4 is operating to supply the high-temperature exhaust gas to the filter 2b, so that the differential pressure detection unit 40 can detect an appropriate differential pressure. Has become.

When the differential pressure ΔP is equal to or greater than ΔP1 (step S3: YES), the determination unit 42 determines that the exhaust gas purification device 2 is present in the exhaust passage 3 and determines “no abnormality” (step S4). The fact that the differential pressure ΔP is equal to or higher than the determination threshold ΔP1 means that the exhaust gas purification device 2 that is resistant to the flow of the exhaust gas is present in the exhaust passage 3. On the other hand, when the differential pressure ΔP is less than ΔP1 (step S3: NO), the determination unit 42 determines that the exhaust gas purification device 2 does not exist in the exhaust passage 3 and determines “abnormal” (step S5). The fact that the differential pressure ΔP is less than the determination threshold ΔP1 means that there is no exhaust gas purification device 2 in the exhaust passage 3 that is a resistance to the flow of exhaust gas.
As described above, in step S3, the abnormality determination is performed by utilizing the situation in which the internal combustion engine 4 is being operated for the regeneration process, so that the internal combustion engine 4 is operated only for the differential pressure detection, Fuel consumption can be saved, and good fuel efficiency can be secured.

  If the regeneration process of the exhaust emission control device 2 is not performed (step S2: NO), the ECU 30 determines whether the internal combustion engine 4 is in the stopped state (step S6). When the internal combustion engine 4 is in the operating state (step S6: NO), the ECU 30 advances the process to step S3, and makes the abnormality determination as described above. For example, in the parallel traveling mode in which the internal combustion engine 4 is used as a power source for traveling, since exhaust gas sufficient for differential pressure detection is supplied to the exhaust passage 3, the first rotation is performed in order to avoid unnecessary power consumption. Driving of the electric machine 11 is prohibited. Thereby, good energy efficiency according to the traveling state of the vehicle 1 can be achieved.

  On the other hand, when the internal combustion engine 4 is in the stopped state (step S6: YES), the ECU 30 further determines whether or not the charge amount SOC detected by the charge amount detection unit 36 is equal to or greater than the predetermined threshold SOC1 (step S7). ). When the charge amount SOC detected by the charge amount detection unit 36 is equal to or greater than the predetermined threshold SOC1 (step S7: YES), the rotary electric machine control unit 38 uses the electric power charged in the battery 5 to operate the first rotary electric machine 11 By driving, the internal combustion engine 4 is mechanically driven (step S8). In this case, since sufficient electric power for driving the first rotating electric machine 11 is secured in the battery 5, the battery 5 will not be over-discharged.

  When the internal combustion engine 4 in the stopped state is mechanically driven in this way, an airflow can be generated in the exhaust passage 3 without consuming fuel in the internal combustion engine 4, and an appropriate differential pressure ΔP can be detected. It will be possible. Therefore, the determination unit 42 determines whether the differential pressure ΔP detected by the differential pressure detection unit 40 is larger than the predetermined threshold ΔP2 (step S9). Here, the predetermined threshold value ΔP2 is set to a value smaller than the predetermined threshold value ΔP1 used in step S3. This is because the air flow generated by mechanically driving the internal combustion engine 4 by the first rotating electric machine 11 in step S8 is weaker than the exhaust gas generated in the internal combustion engine 4 with fuel consumption, and therefore the differential pressure generated by this is generated. This is because ΔP also becomes small.

  When the differential pressure ΔP is equal to or more than ΔP2 (step S9: YES), the determination unit 42 determines that the exhaust gas purification device 2 is present in the exhaust passage 3 and determines “no abnormality” (step S4). In this way, when a normal result is obtained by the differential pressure detection that drives the first rotating electric machine 11, the determination is performed without operating the internal combustion engine 4. As a result, the number of operations of the internal combustion engine 4 can be suppressed and the deterioration of fuel efficiency can be suppressed.

  On the other hand, when the differential pressure ΔP is less than ΔP2 (step S9: NO), the ECU 30 forcibly starts the internal combustion engine 4 (step S10), moves the process to step S3, and performs the abnormality determination again. Since the differential pressure determination in step S9 is the abnormality determination based on the relatively small differential pressure ΔP as described above, the internal combustion engine 4 is started and the abnormality determination based on the relatively large differential pressure ΔP in step S3 is performed again. By doing so, the reliability of the determination result is improved. In particular, since the air supply that can be generated by driving the internal combustion engine 4 by the first rotating electric machine 11 is generally weaker than the exhaust gas from the internal combustion engine 4 during operation that consumes fuel, the abnormality determination accuracy is accordingly increased. Will also be lower. Therefore, when an abnormality is suspected by the differential pressure detection that drives the first rotating electric machine 11, the differential pressure detection is performed again while the internal combustion engine 4 is operating, so that an accurate abnormality determination can be performed. In other words, only when the abnormality is suspected in the determination in step S9, it is possible to accurately determine the presence or absence of abnormality by starting the internal combustion engine 4 and performing the determination in step S3. Does not increase unnecessarily, and the influence on fuel efficiency can be reduced.

  When the charge amount SOC detected by the charge amount detection unit 36 is less than the predetermined threshold value SOC1 (step S7: NO), the ECU 30 moves the process to step S10 to forcibly start the internal combustion engine 4. That is, driving of the first rotary electric machine 11 by the rotary electric machine control unit 38 is prohibited. In this case, by prohibiting the driving of the first rotating electric machine 11 that consumes the power of the battery 5, it is possible to prevent the battery 5 from being over-discharged, and it is possible to contribute to extending the life of the battery 5. Then, when the driving of the first rotating electric machine 11 is prohibited in this way, the internal pressure of the internal combustion engine 4 is forcibly started to enable differential pressure detection. Thereby, even when the charge amount of the battery 5 is small, the abnormality determination can be performed.

  When the determination result is confirmed in this way, the notification unit notifies the driver of the determination result (step S11).

  As described above, according to at least one embodiment of the present invention, even when the internal combustion engine 4 is in the stopped state, the first rotating electric machine 11 is driven by the rotating electric machine control unit 38, so that the exhaust gas is exhausted. Air can be supplied to the passage 3. As a result, even in a hybrid vehicle in which the internal combustion engine 4 may be stopped depending on the traveling state, a differential pressure may be generated between the upstream side and the downstream side of the mounting position of the exhaust gas purification device 2 regardless of the operating state of the internal combustion engine 4. Can create conditions. In this way, the exhaust gas purification device 2 in the exhaust passage 3 can be monitored at a predetermined timing.

  The present disclosure can be used for a hybrid vehicle equipped with an internal combustion engine having an exhaust passage in which an exhaust purification device is detachably configured.

1 Vehicle 2 Exhaust Purification Device 3 Exhaust Passage 4 Internal Combustion Engine 5 Battery 6 Clutch 7 Drive Wheel 8 External Power Supply 9 Inverter 10 Second Rotating Electric Machine 11 First Rotating Electric Machine 12 Vehicle Speed Sensor 13 Accelerator Sensor 14 Gradient Sensor 15 Charge Quantity Sensor 21 First exhaust pressure sensor 22 Second exhaust pressure sensor 30 ECU
32 Start Condition Determining Section 34 Regeneration Processing Control Section 36 Charge Quantity Detection Section 38 Rotating Electric Machine Control Section 40 Differential Pressure Detection Section 42 Judgment Section 44 Notification Section

Claims (8)

An internal combustion engine having an exhaust passage in which an exhaust purification device is detachably configured,
A first rotating electric machine driven by the internal combustion engine to generate electric power;
A differential pressure detection unit that detects a differential pressure between the upstream side and the downstream side of a mounting position at which the exhaust purification device is detachable in the exhaust passage,
A rotating electric machine control unit that controls the first rotating electric machine;
A determination unit for determining an abnormality in the exhaust passage,
Equipped with
The determining unit determines the abnormality based on the differential pressure detected by the differential pressure detecting unit when the first rotating electrical machine is controlled by the rotating electrical machine control unit to drive the internal combustion engine. Judge ,
When the differential pressure when the first rotating electric machine is driven is less than a first reference differential pressure, the differential pressure detection unit forcibly starts the internal combustion engine and operates with fuel consumption. In that state, the differential pressure is detected again,
The hybrid vehicle , wherein the determination unit determines that the abnormality is present when the re-detected differential pressure is less than a second reference differential pressure that is greater than the first reference differential pressure . The determination unit, when the differential pressure when the first rotating electric machine is driven is the first reference difference on pressure or, according to claim 1, wherein determining that the abnormality is not Hybrid vehicle. The exhaust gas purification device is a device that supplements particulate matter contained in the exhaust gas flowing through the exhaust passage and that can be regenerated by the operation of the internal combustion engine.
The hybrid vehicle according to claim 1 or 2 , wherein the determination unit determines the abnormality based on the differential pressure when a regeneration process is performed in the exhaust emission control device. The regeneration process is performed when the deposition amount of the particulate matter estimated based on a running state after the regeneration process is previously performed in the exhaust emission control device exceeds a predetermined amount. The hybrid vehicle according to claim 3 . A second rotating electric machine driven by electric power supplied from a battery,
When the charge amount of the battery in which the electric power for driving the second rotating electric machine is accumulated is less than the predetermined charge amount, the driving of the first rotating electric machine by the rotating electric machine control unit is prohibited. The hybrid vehicle according to any one of claims 1 to 4 , which is characterized. The hybrid vehicle according to claim 5 , wherein the internal combustion engine is forcibly started when the drive of the first rotary electric machine by the rotary electric machine control unit is prohibited. Driving said second rotating electric machine by using a first traveling mode to be used as a row for a power source run the second rotating electric machine, the electric power generated by driving the first rotating electric machine by the internal combustion engine it is the second drive mode to be used as the second-row power source run the rotary electric machine, the third drive mode and is selected to be used as the second rotary electric machine and a power source for row run the internal combustion engine Is configured to be possible,
7. The hybrid vehicle according to claim 5 , wherein the determination unit prohibits the driving of the first rotary electric machine by the rotary electric machine control unit when the third traveling mode is selected. . The hybrid vehicle according to any one of claims 5 to 7 , wherein the battery storing the electric power for driving the second rotating electric machine is configured to be rechargeable from an external power source.

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