JP6848815B2 - Hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, a motor, and a power storage device in which a purification device having a catalyst is attached to an exhaust system.

Conventionally, this type of hybrid vehicle is provided with an engine, a catalyst for purifying exhaust gas from the engine, an electric motor, and a power storage device for exchanging electric power with the electric motor, and a catalyst warm-up condition based on the amount of accelerator operation is satisfied. Occasionally, the engine is controlled to perform catalyst warm-up operation and the electric motor is controlled to satisfy the required driving force, and the required driving force is the sum of the engine output for catalyst warm-up and the maximum allowable output of the power storage. When the above is exceeded, the operation for warming up the catalyst is interrupted and the operation is switched to the operation for running, and the engine and the motor are controlled so as to satisfy the required driving force by the sum of the output of the engine and the output of the power storage device. (See, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2012-61908

In the above-mentioned hybrid vehicle, when the required driving force exceeds the sum of the engine output for catalyst warm-up and the maximum allowable output of the capacitor, the driver operates the accelerator with the intention of high load (high acceleration). It is conceivable not only when the amount is increased, but also when the driver unintentionally increases the accelerator operation amount due to vibration of the vehicle due to unevenness of the road surface or the like. Therefore, how to perform control that reflects the driver's intention becomes an issue.

The main object of the hybrid vehicle of the present invention is to perform control that reflects the driver's intention when the driving request output becomes larger than the threshold value when the catalyst warm-up is required.

The hybrid vehicle of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The hybrid vehicle of the present invention
A running engine with a purification device with a catalyst that purifies the exhaust installed in the exhaust system,
With a motor for running
A power storage device that exchanges power with the motor,
A control device that controls the engine and the motor,
It is a hybrid car equipped with
When the catalyst is required to be warmed up, the control device controls the engine and the motor so as to travel according to a travel request output based on an accelerator operation amount while the catalyst is warmed up. When the travel request output becomes larger than the first output during the execution of control, the engine and the engine so as to travel according to the travel request output while the engine request output based on the travel request output is output from the engine. The second control for controlling the motor is shifted to, and when the travel request output becomes less than the second output smaller than the first output during the execution of the second control, the first control is shifted to.
Further, when the travel request output becomes larger than the first output during the execution of the first control, the control device exceeds the amount of change of the travel request output per unit time at that time. When the rate of change is less than the predetermined rate of change, the rate value when changing the required output of the engine is made smaller than when the rate of change at excess is equal to or greater than the predetermined rate of change.
The gist is that.

In the hybrid vehicle of the present invention, when warming up of the catalyst of the purification device attached to the exhaust system of the engine is required, the hybrid vehicle travels according to the running request output based on the accelerator operating amount while warming up the catalyst. When the travel request output becomes larger than the first output during the execution of the first control for controlling the engine and the motor, the vehicle travels according to the travel request output while the engine request output based on the travel request output is output from the engine. As described above, the process shifts to the second control for controlling the engine and the motor, and when the travel request output becomes smaller than the first output and becomes the second output or less during the execution of the second control, the process shifts to the first control. Then, when the travel request output becomes larger than the first output during the execution of the first control, and the excess rate of change, which is the amount of change of the travel request output per unit time at that time, is less than the predetermined rate of change. , The rate value when changing the engine required output is made smaller than when the rate of change at excess is equal to or greater than the predetermined rate of change. As a result, when the rate of change at the time of excess exceeds the predetermined rate of change (when it is assumed that the first control is changed to the second control by the accelerator operation intended for a high load (high acceleration) by the driver), the engine The output can be rapidly increased, and the output responsiveness (acceleration) for driving to the driver's accelerator operation can be improved. In addition, when the rate of change at the time of excess is less than the predetermined rate of change (when it is assumed that the first control is shifted to the second control due to a change in the accelerator operation amount not intended to be a high load by the driver), the engine output The increase can be moderated and the deterioration of emissions can be suppressed. As a result, control that reflects the driver's intention can be performed.

In such a hybrid vehicle of the present invention, when the excess rate of change is less than the predetermined rate of change, the control device produces the second output as compared with the case where the rate of change at excess is equal to or greater than the predetermined rate of change. It may be made larger. In this way, when the rate of change at the time of excess is less than the predetermined rate of change (when it is assumed that the first control is shifted to the second control due to a change in the accelerator operation amount not intended to be a high load by the driver), the first control is performed. It is possible to facilitate re-shifting to one control.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as one Example of this invention. It is a block diagram which shows the outline of the structure of the engine 22. It is a flowchart which shows an example of the processing routine executed by HVECU 70. It is explanatory drawing which shows an example of the time change of the running required torque Td *, running required power Pd *, and engine required power Pe *. It is explanatory drawing which shows an example of the time change of the running required torque Td *, running required power Pd *, and engine required power Pe *.

Next, a mode for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of an engine 22. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50 as a power storage device, and an electronic control unit for a hybrid (hereinafter referred to as a hybrid electronic control unit). , "HVECU") 70.

The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel, and is connected to the carrier of the planetary gear 30 via a damper 28. As shown in FIG. 2, the engine 22 sucks the air cleaned by the air cleaner 122 through the throttle valve 124 provided in the intake pipe 125 and injects fuel from the fuel injection valve 126 to combine the air and the fuel. To mix. Then, this air-fuel mixture is sucked into the combustion chamber 129 via the intake valve 128a, explosively burned by an electric spark from the spark plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. To do. The exhaust gas discharged from the combustion chamber 129 to the exhaust pipe 133 via the exhaust valve 128b is a catalyst (three-way catalyst) that purifies harmful components of carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). ) It is exhausted to the outside air through the purification device 134 having 134a.

The engine 22 is operated and controlled by an electronic control unit for an engine (hereinafter, referred to as "engine ECU") 24. Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via the input port. The signals input to the engine ECU 24 include, for example, the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and the cooling water temperature Tw from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22. Can be mentioned. Further, the cam angles θci and θco from the cam position sensor 144 that detects the rotation position of the intake camshaft that opens and closes the intake valve 128a and the rotation position of the exhaust camshaft that opens and closes the exhaust valve 128b can also be mentioned. Further, the throttle opening TH from the throttle valve position sensor 146 that detects the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe 125, and the temperature sensor 149 attached to the intake pipe 125. The intake air temperature Ta from is also mentioned. In addition, the air-fuel ratio AF from the air-fuel ratio sensor 135a attached to the upstream side of the purification device 134 in the exhaust pipe 133 and the oxygen signal O2 from the oxygen sensor 135b attached to the downstream side of the purification device 134 can also be mentioned. it can. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. The signals output from the engine ECU 24 include, for example, a drive control signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a drive control signal to the fuel injection valve 126, a drive control signal to the spark plug 130, and intake air. A drive control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing of the valve 128a can be mentioned. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 140. Further, the engine ECU 24 calculates the opening / closing timing VT of the intake valve 128a based on the angle (θci−θcr) of the cam angle θci of the intake camshaft from the cam position sensor 144 with respect to the crank angle θcr from the crank position sensor 140. are doing. Further, the engine ECU 24 estimates the temperature Tc of the catalyst 134a of the purification device 134 based on the cooling water temperature Tw from the water temperature sensor 142.

As shown in FIG. 1, the planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. A drive shaft 36 connected to the drive wheels 39a and 39b via a differential gear 38 is connected to the ring gear of the planetary gear 30. As described above, the crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via the damper 28.

The motor MG1 is configured as, for example, a synchronous motor generator, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous motor generator, and a rotor is connected to a drive shaft 36. The inverters 41 and 42 are used to drive the motors MG1 and MG2 and are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by an electronic control unit for a motor (hereinafter referred to as "motor ECU") 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. The motor ECU 40 has signals from various sensors required to drive and control the motors MG1 and MG2, for example, rotation positions θm1 from rotation position detection sensors 43 and 44 that detect the rotation positions of the rotors of the motors MG1 and MG2. , Θm2 and the phase currents Iu1, Iv1, Iu2, Iv2 from the current sensors 45u, 45v, 46u, 46v that detect the current flowing in each phase of the motors MG1 and MG2 are input via the input port. From the motor ECU 40, switching control signals and the like to the plurality of switching elements of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 has an electric angle θe1, θe2 and an angular velocity ωm1, ωm2, a rotation number Nm1, Nm2 of the motors MG1 and MG2 based on the rotation positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotation position detection sensors 43 and 44. Is calculated.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the power line 54. The battery 50 is managed by an electronic control unit for batteries (hereinafter, referred to as "battery ECU") 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .. Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. The signals input to the battery ECU 52 include, for example, the voltage Vb of the battery 50 from the voltage sensor 51a attached between the terminals of the battery 50 and the battery 50 from the current sensor 51b attached to the output terminal of the battery 50. Examples include the current Ib and the temperature Tb of the battery 50 from the temperature sensor 51c attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the current Ib of the battery 50 from the current sensor 51b, and outputs the battery 50 based on the storage ratio SOC and the temperature Tb of the battery 50 from the temperature sensor 51c. The limit Wout is calculated. The storage ratio SOC is the ratio of the capacity of electric power that can be discharged from the battery 50 to the total capacity of the battery 50. The output limit Wout is the maximum permissible power (maximum permissible output) that may be discharged from the battery 50.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operating position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88. The vehicle speed V can also be mentioned. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port.

The hybrid vehicle 20 of the embodiment configured in this way travels in a hybrid traveling (HV traveling) mode in which the vehicle travels with the operation of the engine 22 and an electric traveling (EV traveling) mode in which the hybrid vehicle 20 travels without the operation of the engine 22. ..

Further, in the hybrid vehicle 20, when the catalyst 134a of the purification device 134 is required to be warmed up during traveling in the HV traveling mode, the first control for traveling while warming up the catalyst 134a and the warming up of the catalyst 134a are performed. One of the second control modes of canceling the machine and traveling (while outputting a certain amount of power from the engine 22) is executed. The request for warming up the catalyst 134a is performed when the temperature Tc of the catalyst 134a is lower than the active temperature of the catalyst 134a (for example, 400 ° C., 420 ° C., 450 ° C., etc.).

When the first control is executed, the HVECU 70 sets the travel required torque Td * required for the drive shaft 36 based on the accelerator opening degree Acc and the vehicle speed V, and the rotation of the drive shaft 36 is set to the set travel request torque Td *. Multiplying the number Nd (for example, the rotation speed Nm2 of the motor MG2) to calculate the travel required power Pd * required for the drive shaft 36. Subsequently, the engine 22 rotation speed Necw and torque Tekw suitable for warming up the catalyst 134a are set to the engine 22 rotation speed Ne * and target torque Te *. Here, the rotation speed Necw and the torque Techw are determined based on the purification capacity of the catalyst 134a. As the rotation speed Necw, for example, a lower limit rotation speed (for example, 1000 rpm, 1100 rpm, 1200 rpm, etc.) when operating the engine 22 or a rotation speed slightly higher than that is used. As the torque Tekw, for example, a value of 0 or a value slightly larger than that is used.

Then, the target rotation speed Nm1 * of the motor MG1 is calculated by the equation (1) using the target rotation speed Ne * of the engine 22, the rotation speed Nm2 of the motor MG2, and the gear ratio ρ of the planetary gear 30, and the target rotation speed of the motor MG1 is calculated. The torque command Tm1 * of the motor MG1 is calculated by the equation (2) using the number Nm1 *, the number of revolutions Nm1, the target torque Te * of the engine 22, and the gear ratio ρ of the planetary gear 30. Here, the equation (1) is a mechanical relational expression with respect to the rotating element of the planetary gear 30. Equation (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 *. In equation (2), “k1” in the second term on the right side is the gain of the proportional term, and the right side. The third term "k2" is the gain of the integration term.

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

Next, as shown in the equation (3), the value obtained by dividing the torque command Tm1 * of the motor MG1 by the gear ratio ρ of the planetary gear 30 multiplied by the value (-1) is subtracted from the travel required torque Td *. A temporary torque Tm2tpp is set as a temporary value of the torque command Tm2 * of the motor MG2. Subsequently, as shown in the equation (4), the power consumption (generated power) of the motor MG1 obtained by multiplying the torque command Tm1 * of the motor MG1 by the rotation speed Nm1 is subtracted from the output limit Wout of the battery 50 to obtain the motor. The torque limit Tm2max is set as the upper limit torque that may be output from the motor MG2 by dividing by the rotation speed Nm2 of the MG2. Then, as shown in the equation (5), the temporary torque Tm2tp of the motor MG2 is limited by the torque limit Tm2max (upper limit guard), and the torque command Tm2 * of the motor MG2 is set.

Tm2tmp = Td * + Tm1 * / ρ (3)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2 * = min (Tm2tmp, Tm2max) (5)

When the target rotation speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. Then, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotation speed Ne * and the target torque Te * of the engine 22, the engine ECU 24 controls the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *. Performs fuel injection control, ignition control, and open / close valve timing control. When the target rotation speed Ne * and the target torque Te * of the engine 22 are the values Necw and the value Tecw, the ignition timing of the engine 22 is later than the efficient ignition timing for efficiently operating the engine 22, and the catalyst 134a is warmed up. The catalyst warm-up ignition timing suitable for the above was set. When the motor ECU 40 receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the motor ECU 40 controls switching of a plurality of switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. To do. In this case, while warming up the catalyst 134a, the travel required torque Td * (travel required power Pd *) can be output to the drive shaft 36 for traveling.

When the running request power Pd * becomes larger than the threshold value Pdcn (threshold value used for determining whether or not to cancel the warm-up of the catalyst 134a) when the first control is executed, the process shifts to the second control. Here, as the threshold value Pdcn, for example, the output limit Wout of the battery 50, the sum of the output limit Wout of the battery 50 and the catalyst warm-up power Pecw of the engine 22 is used. The catalyst warm-up power Pecw of the engine 22 is the power of the engine 22 when the catalyst 134a is warmed up (the engine 22 is operated based on the rotation speed Necw and the torque Tekw).

When the second control is executed, the HVECU 70 calculates the travel request torque Td * and the travel request power Pd * in the same manner as when the first control is executed, and sets the travel request power Pd * to the previous time as shown in the equation (6). The engine required power Pe * is set by limiting (upper limit guard) by the value obtained by adding the rate value Rup to the engine required power (previous Pe *) (previous Pe * + Rup). Here, the rate value Rup is a rate value (allowable increase amount per update interval of the engine required power Pe *) used when increasing the engine required power Pe *. As can be seen from the equation (6), when the engine required power Pe * is reduced, the running required power Pd * is set to the engine required power Pe * as it is.

Pe * = min (Pd *, previous Pe * + Rup) (6)

When the engine required power Pe * is set in this way, the engine required power Pe *, the operation line for efficiently operating the engine 22 (for example, the fuel consumption operation line), and the rotation speed and torque corresponding to the target rotation speed of the engine 22 are set. Set to Ne * and target torque Te *. Next, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set as in the execution of the first control, and the target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the target rotation speed Ne * and the target torque Te * of the engine 22 are larger than the values Necw and the value Techw, the engine ECU 24 uses the ignition timing of the engine 22 as the efficient ignition timing. In this case, the driving required torque Td * (driving required power Pd *) can be output to the drive shaft 36 while the engine 22 is operated efficiently.

When the second control is executed, when the travel request power Pd * becomes equal to or less than the threshold value Pdcw (threshold value used for determining whether to restart (return) the warm-up of the catalyst 134a) smaller than the threshold value Pdcn, the second control is executed. 1 Shift to control.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when setting the above-mentioned rate value Rup and the threshold value Pdcn will be described. FIG. 3 is a flowchart showing an example of a processing routine executed by the HVECU 70. This routine is executed immediately after the travel request power Pd * becomes larger than the threshold value Pdcn (across the threshold value Pdcn).

When the processing routine of FIG. 3 is executed, the HVECU 70 determines the rate of change at excess as the amount of change in the travel request power Pd * per unit time when the travel request power Pd * becomes larger than the threshold value Pdcn (timing). Input ΔPd (step S100). Here, the rate of change when exceeded ΔPd is obtained by subtracting the running required power immediately before (previous Pd * (≦ Pdcn)) from the latest running required power Pd * (> Pdcn) and dividing by the time interval Δt between the two. I assumed that I would enter a value.

When the data is input in this way, the input rate of change on excess ΔPd is compared with the threshold value ΔPdref (step S110). Here, whether or not the threshold value ΔPderef is assumed to have shifted from the first control to the second control by the operation of the accelerator pedal 83 (increase in the accelerator opening degree Acc) intended by the driver for a high load (high acceleration). It is a threshold value used for determining. In the process of step S110, when the driving required power Pd * becomes larger than the threshold value Pdcn, the driver depresses the accelerator pedal 83 with the intention of high load (high acceleration) (accelerator opening degree Acc increases). This is based on the fact that it is conceivable that the driver unintentionally depresses the accelerator pedal 83 due to the vibration of the vehicle due to the unevenness of the road surface as well as the case.

When the excess rate of change ΔPd is equal to or greater than the threshold value ΔPdref in step S110, it is determined that the driver has depressed the accelerator pedal 83 with the intention of increasing the load (high acceleration), and a relatively large value Rup1 is set in the rate value Rup. At the same time (step S120), a relatively small value Pdcw1 is set in the threshold value Pdcw (step S130), and this routine is terminated. In this case, when the second control is executed, the engine required power Pe * quickly approaches the driving required power Pd *, so that the power from the engine 22 increases rapidly, and the output responsiveness for driving to the driver's accelerator operation. (Acceleration) can be made good.

When the excess rate of change ΔPd is less than the threshold value ΔPdreff in step S110, it is determined that the driver has unintentionally depressed the accelerator pedal 83, and the rate value Rup is a value Rup2 smaller than the value Rup1. (Step S140), a value Pdcw2 (<Pdcn) larger than the value Pdcw1 is set in the threshold value Pdcw (step S150), and this routine is terminated. By setting a relatively small value Rup for the rate value Rup in this way, the engine required power Pe * gradually approaches the running required power Pd * when the second control is executed, so that the power from the engine 22 becomes gentle. It can be increased and the deterioration of emissions can be suppressed. Further, by setting a relatively large value Pdcw2 to the threshold value Pdcw, it is possible to facilitate re-shifting to the first control (easily restart (return) the warm-up of the catalyst 134a).

4 and 5 are explanatory views showing an example of how the travel required torque Td *, the travel required power Pd *, and the engine required power Pe * change with time. FIG. 4 shows a state when the excess rate of change ΔPd is equal to or greater than the threshold value ΔPdreff, and FIG. 5 shows a state when the excess rate of change ΔPd is less than the threshold value ΔPdreff. As shown in FIG. 4, when the travel request power Pd * becomes larger than the threshold value Pdcn at time t11 and the excess rate of change ΔPd is equal to or greater than the threshold value ΔPdref, the engine request power Pe * becomes the travel request power Pd *. Get closer quickly. As a result, the power from the engine 22 is rapidly increased, and the output responsiveness (acceleration) for driving to the accelerator operation of the driver can be improved. As shown in FIG. 5, when the travel request power Pd * becomes larger than the threshold value Pdcn at time t21 and the excess rate of change ΔPd is less than the threshold value ΔPdref, the engine request power Pe * becomes the travel request power Pd *. Gradually approach. As a result, the power from the engine 22 is gradually increased, and deterioration of emissions can be suppressed. Further, at time t21, the threshold value Pdcw is switched from the value Pdcw1 to the value Pdcw2. This makes it easier to re-shift to the first control (makes it easier to restart (return) the warm-up of the catalyst 134a). Then, when the travel request power Pd * becomes equal to or less than the threshold value Pdcw, the first control is re-shifted. As a result, control that reflects the driver's intention can be performed.

In the hybrid vehicle 20 of the embodiment described above, when the catalyst 134a is required to be warmed up, the traveling required power Pd * is set from the threshold value Pdcn during the execution of the first control for traveling while warming up the catalyst 134a. When it becomes large, the warm-up of the catalyst 134a is canceled and the process shifts to the second control for traveling (while outputting a certain amount of power from the engine 22), and the traveling required power Pd * becomes a threshold value during the execution of the second control. When the threshold value is Pdcw, which is smaller than Pdcn, the control shifts to the first control. Then, when the travel request power Pd * becomes larger than the threshold value Pdcn during the execution of the first control, and the excess rate of change ΔPd is equal to or greater than the threshold value ΔPdref, the rate value Rup when increasing the engine request power Pe *. The value Rup1 is set to, and when the rate of change ΔPd at the time of excess is less than the threshold value ΔPdreff, the rate value Rup is set to a value Rup2 smaller than the value Rup1. As a result, in the former case (when it is assumed that the driver depresses the accelerator pedal 83 with the intention of high load (high acceleration)), the power from the engine 22 is rapidly increased, and the driver's accelerator is used. The output responsiveness (acceleration) for driving to the operation can be made good. Further, in the latter case (when it is assumed that the driver depresses the accelerator pedal 83 unintentionally with a high load), the power from the engine 22 gradually increases, and the deterioration of emissions can be suppressed. it can. As a result, control that reflects the driver's intention can be performed.

Moreover, in the hybrid vehicle 20 of the embodiment, when the excess rate of change ΔPd is equal to or greater than the threshold value ΔPdreff, the value Pdcw1 is set in the threshold value Pdcw, and when the excess rate of change ΔPd is less than the threshold value ΔPdreff, the threshold value Pdcw is higher than the value Pdcw1. A large value Pdcw2 is set. This makes it easier to re-shift to the first control (makes it easier to restart (return) the warm-up of the catalyst 134a).

In the hybrid vehicle 20 of the embodiment, when the excess rate of change ΔPd is less than the threshold value ΔPdreff, the rate value Rup is reduced and the threshold value Pdcw is increased as compared with the case where the excess rate of change ΔPd is greater than or equal to the threshold value ΔPdreff. did. However, although the rate value Rup is reduced, the threshold value Pdcw may not be changed.

In the hybrid vehicle 20 of the embodiment, when the travel request power Pd * becomes larger than the threshold value Pdref during the execution of the first control, the second control is shifted to. However, instead of this, when the travel request torque Td * becomes larger than the threshold value Tdref, the second control may be performed, and the travel request power Pd * may be larger than the threshold value Pdref or the travel request. When the torque Td * becomes larger than the threshold value Tdref, the second control may be started. The threshold value Tref is a threshold value used for determining whether or not to cancel the warm-up of the catalyst 134a, similarly to the threshold value Pdcn.

In the hybrid vehicle 20 of the embodiment, the temperature Tc of the catalyst 134a of the purification device 134 is estimated based on the cooling water temperature Tw of the engine 22, but the temperature sensor that detects the temperature Tc of the catalyst 134a is exhausted. It may be provided in the purification device 134 and the value detected by this temperature sensor may be used.

In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor or the like may be used as long as the device can store power.

The hybrid vehicle 20 of the embodiment includes an engine ECU 24, a motor ECU 40, a battery ECU 52, and an HVE ECU 70, but at least two of these may be configured as a single electronic control unit.

In the hybrid vehicle 20 of the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, a so-called one-motor hybrid vehicle may be configured in which a motor is connected to a drive shaft connected to the drive wheels via a transmission and an engine is connected to the motor via a clutch.

The correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG2 corresponds to the "motor", the battery 50 corresponds to the "battery", and the HVECU 70, the engine ECU 24, the motor ECU 40, and the battery ECU 52 are "control devices". Corresponds to.

Regarding the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of the means for solving the problem in the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

The present invention can be used in the manufacturing industry of hybrid vehicles and the like.

20 hybrid automobiles, 22 engines, 24 electronic control units for engines (engine ECU), 26 crank shafts, 28 dampers, 30 planetary gears, 36 drive shafts, 38 differential gears, 39a, 39b drive wheels, 40 electronic control units for motors (motors) ECU), 41,42 inverter, 43,44 rotation position sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU), 54 power line, 70 electronic control for hybrid Unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 125 Intake pipe, 126 fuel injection valve, 128a intake valve, 128b exhaust valve, 129 combustion chamber, 130 ignition plug, 132 piston, 133 exhaust pipe, 134 purification device, 134a catalyst, 135a air fuel ratio sensor, 135b oxygen sensor, 136 throttle motor 138 Ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, MG1, MG2 motor.

Claims (1)

A driving engine with a purification device equipped with a catalyst that purifies the exhaust installed in the exhaust system,
With a motor for running
A power storage device that exchanges power with the motor,
A control device that controls the engine and the motor,
It is a hybrid car equipped with
When the catalyst is required to be warmed up, the control device controls the engine and the motor so as to travel according to a travel request output based on an accelerator operation amount while the catalyst is warmed up. When the travel request output becomes larger than the first output during the execution of control, the engine and the engine so as to travel according to the travel request output while the engine request output based on the travel request output is output from the engine. The second control for controlling the motor is shifted to, and when the travel request output becomes less than the second output smaller than the first output during the execution of the second control, the first control is shifted to.
Further, when the travel request output becomes larger than the first output during the execution of the first control, the control device exceeds the amount of change of the travel request output per unit time at that time. When the rate of change is less than the predetermined rate of change, the rate value when changing the required output of the engine is made smaller than when the rate of change at excess is equal to or greater than the predetermined rate of change.
Hybrid car.

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