JP7077653B2 - Hybrid car - Google Patents

Description

The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine in which a filter for removing particulate matter is attached to an exhaust system.

Conventionally, this type of hybrid vehicle is equipped with an engine in which a filter for removing particulate matter is attached to the exhaust system, estimates the amount of particulate matter deposited on the filter, and is based on the accumulated amount and engine speed. A method has been proposed in which an engine output reduction amount is calculated and an assist torque for compensating for the calculated engine output reduction amount is output from a motor (see, for example, Patent Document 1). In this automobile, the above-mentioned control suppresses the decrease in the driving force even when the output of the engine decreases due to the increase in the back pressure due to the accumulation of particulate matter on the filter.

Japanese Unexamined Patent Publication No. 2017-177877

When the accumulated amount of particulate matter of the filter that removes particulate matter increases in the exhaust system and the back pressure rises, the internal EGR amount (internal exhaust gas recirculation amount) increases, and the torque fluctuation of the engine increases. Abnormal sounds such as muffled sound and rattling sound may occur. Such abnormal noise causes discomfort and other discomfort to the occupants in the passenger compartment, and reduces drivability. To.

The main object of the hybrid vehicle of the present invention is to suppress the generation of abnormal noise even when the accumulated amount of particulate matter of the filter increases.

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 is
An engine equipped with a filter that removes particulate matter in the exhaust system,
A motor that can output power for driving and
A control device that controls the engine and the motor,
It is a hybrid car equipped with
The control device operates the engine by reducing the torque of the engine in a region where the rotation speed of the engine is a predetermined rotation speed or less, as compared with the case where the accumulated amount of particulate matter of the filter is small. ,
It is characterized by that.

In the hybrid vehicle of the present invention, the engine torque is in the region where the engine speed is less than or equal to the predetermined speed, as compared with the case where the accumulated amount of the particulate matter of the filter for removing the particulate matter in the exhaust system is large and small. Drive the engine with a small size. When the amount of particulate matter deposited on the filter rises and the back pressure rises, the torque fluctuation of the engine becomes large and abnormal noise such as muffled noise and rattling noise is generated, but the abnormal noise is likely to occur at a predetermined rotation speed or less. By operating the engine by reducing the torque of the engine in the region (relatively low rotation region), the magnitude of the torque fluctuation can be reduced and the generation of abnormal noise can be suppressed.

In the hybrid vehicle of the present invention, the control device uses a normal operation line as a normal operation line for achieving both noise reduction and fuel efficiency when the accumulated amount of particulate matter of the filter is less than the first accumulated amount. When the engine is operated and the accumulated amount of particulate matter of the filter is equal to or greater than the first accumulated amount, the engine is used in the region of the predetermined rotation speed or less by using the first noise reduction operation line having a smaller torque than the normal operation line. May be used to drive. In this case, when the amount of particulate matter deposited on the filter is greater than or equal to the second amount of deposits larger than the first amount of deposits, the second noise reduction in which the torque is smaller than that of the first noise reduction operation line in the region of the predetermined rotation speed or less. The engine may be operated using the operation line. By doing so, the torque of the engine in the region below the predetermined rotation speed (relatively low rotation region) where abnormal noise is likely to occur is gradually reduced in response to the increase in back pressure due to the increase in the accumulated amount of particulate matter in the filter. The engine can be operated, the generation of abnormal noise can be suppressed, and the output of the engine can be limited step by step.

In the hybrid vehicle of the present invention in which the normal operation line is used when the accumulated amount of the particulate matter of the filter is less than the first accumulated amount, the accumulated amount of the particulate matter of the filter is larger than the first accumulated amount. When the amount of accumulation or more, the engine may be operated using a high torque operation line having a torque larger than that of the normal operation line in the region of the predetermined rotation speed or less. The high torque operation line has a lower rotation speed and higher torque than the normal operation line in the region of the predetermined rotation speed or less. For this reason, the back pressure can be reduced by using the high torque operation line, and the inconvenience caused by the high back pressure (the inconvenience caused by the exhaust valve and the piston being damaged due to the exhaust valve not closing). It can be avoided.

It is a block diagram which shows the outline of the structure of the hybrid vehicle 20 as an Example of this invention. It is a flowchart which shows an example of the engine operation line change processing routine executed by the HVECU 70 of an Example. It is explanatory drawing which shows an example of the operation line of an engine 22. It is explanatory drawing explaining the operation points P1 and P2 when the normal noise reduction operation line A is selected and the fuel consumption priority operation line D is selected. It is explanatory drawing which shows an example of the relationship between the operation point of an engine 22 and the back pressure.

Next, an embodiment 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. As shown in the figure, 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, "" HVECU ”) 70 and.

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. A purification device 25 and a particulate matter removal filter (hereinafter referred to as “PM filter”) 25f are attached to the exhaust system of the engine 22. The purification device 25 has a catalyst 25a that purifies unburned fuel and nitrogen oxides in the exhaust gas of the engine 22. The PM filter 25f is formed of ceramics, stainless steel, or the like as a porous filter, and captures particulate matter (PM: Particulate Matter) such as soot in the exhaust gas. 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 in addition to the CPU, has a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Be prepared. 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 are, for example, a crank angle θcr from the crank position sensor 23a that detects the rotational position of the crankshaft 26 of the engine 22, and a water temperature sensor 23b that detects the temperature of the cooling water of the engine 22. The cooling water temperature Tw can be mentioned. Further, the air-fuel ratio AF from the air-fuel ratio sensor 25b attached to the upstream side of the purification device 25 in the exhaust system of the engine 22, and the oxygen attached to the downstream side of the purification device 25 in the exhaust system of the engine 22. The oxygen signal O2 from the sensor 25c can also be mentioned. Further, the differential pressure ΔP from the differential pressure sensor 25g that detects the differential pressure before and after the PM filter 25f (the differential pressure between the upstream side and the downstream side) can also be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via the output port. 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 23a, and calculates the temperature (catalyst temperature) ct of the catalyst 25a based on the cooling water temperature Tw from the water temperature sensor 23b and the like. (Estimated). Further, the engine ECU 24 is actually sucked in one cycle with respect to the volumetric efficiency (stroke volume per cycle of the engine 22) based on the intake air amount Qa from the air flow meter (not shown) and the rotation speed Ne of the engine 22. KL is calculated. Further, the engine ECU 24 calculates the PM accumulation amount Qpm as the accumulation amount of the particulate matter deposited on the PM filter 25f based on the differential pressure ΔP from the differential pressure sensor 25g, and the rotation speed Ne and the volume of the engine 22. The temperature tf of the PM filter 25f is calculated based on the efficiency KL.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. A 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 generator motor, 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 for driving the motors MG1 and MG2 and are connected to the battery 50 via the power line 54. A smoothing capacitor 57 is attached to 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 motors (hereinafter referred to as "motor ECU") 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and in addition to the CPU, has a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Be prepared. The motor ECU 40 has signals from various sensors necessary for driving and controlling 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 for detecting 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 being calculated.

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

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and in addition to the CPU, has a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port. Be prepared. 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. The storage ratio SOC is the ratio of the amount of electric power that can be discharged from the battery 50 to the total capacity of 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 the input port. 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 operation 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 is in a hybrid driving mode (HV driving mode) in which the vehicle travels with the operation of the engine 22 and an electric driving mode (EV driving mode) in which the vehicle travels without the operation of the engine 22. Drive.

In the HV running mode, the HVECU 70 sets the required torque Td * required for running (required for the drive shaft 36) based on the accelerator opening degree Acc and the vehicle speed V, and the drive shaft is set to the set required torque Td *. The required power Pd * required for running is calculated by multiplying the rotation speed Nd of 36 (the rotation speed Nm2 of the motor MG2). Subsequently, the charge / discharge request power Pb * (positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 is subtracted from the required power Pd * to be required for the vehicle (required for the engine 22). The required power Pe * is set, and the target rotation speed Ne *, target torque Te *, and motor of the engine 22 are output so that the required power Pe * is output from the engine 22 and the required torque Td * is output to the drive shaft 36. Set the torque commands Tm1 * and Tm2 * of MG1 and MG2. Then, the target rotation speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and 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 operation of the engine 22 (intake air) so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *. Volume control, fuel injection control, ignition control, etc.) are performed. 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 the EV drive mode, the HVECU 70 sets the required torque Td * based on the accelerator opening Acc and the vehicle speed V, sets the value 0 in the torque command Tm1 * of the motor MG1, and sets the required torque Td * to the drive shaft 36. The torque command Tm2 * of the motor MG2 is set so as to be output, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The control of the inverters 41 and 42 by the motor ECU 40 has been described above.

When shifting from the EV drive mode to the HV drive mode, the engine 22 is started by the coordinated control of the HVECU 70, the engine ECU 24, and the motor ECU 40. In the engine 22 starting process, the motor MG1 outputs a torque that is the sum of the cranking torque Tcr (positive torque) for cranking the engine 22 and the vibration damping torque Tv for suppressing the vibration of the vehicle. , Crank the engine 22. Since the torque (friction) of the engine 22 changes periodically, the vibration damping torque Tv is set so as to change periodically in the opposite phase to the torque (friction) of the engine 22. At this time, the sum torque of the required torque Td * from the motor MG2 and the torque to cancel the torque output (transmitted) from the motor MG1 to the drive shaft 36 via the planetary gear 30 is output. do. Then, when the rotation speed Ne of the engine 22 reaches a predetermined rotation speed (for example, 800 rpm, 900 rpm, 1000 rpm, etc.) or more, the operation control (fuel injection control, ignition control, etc.) of the engine 22 is started. Then, when the engine 22 is completely detonated, the vehicle starts traveling in the HV traveling mode.

When shifting from the HV drive mode to the EV drive mode, the rotation stop process of the engine 22 is executed by the coordinated control of the HVECU 70, the engine ECU 24, and the motor ECU 40. In the rotation stop processing of the engine 22, the operation control of the engine 22 is terminated, the motor MG1 outputs the torque Tsp1 in the direction of lowering the rotation speed Ne of the engine 22 and has a relatively large absolute value, and the rotation speed of the engine 22. Reduce Ne quickly. When the rotation speed Ne of the engine 22 reaches a predetermined rotation speed (for example, 200 rpm, 250 rpm, 300 rpm, etc.), the crank angle θcr of the engine 22 is advanced (slowly stopped) from the motor MG1 and the absolute value is relatively relatively high. A small alignment torque Tsp2 is output over a predetermined time to adjust the stop position of the crank angle θcr of the engine 22. Then, the torque of the motor MG1 is set to 0, and the traveling in the EV traveling mode is started.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when the accumulated amount of particulate matter (PM accumulated amount Qpm) deposited on the PM filter 25f increases will be described. FIG. 2 is a flowchart showing an example of an engine operation line change processing routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several tens of msec or every several hundred msec).

When the engine operation line change processing routine is executed, the HVECU 70 first executes a process of inputting the PM accumulation amount Qpm of the PM filter 25f (step S100). In the embodiment, the PM accumulation amount Qpm is calculated based on the differential pressure ΔP from the differential pressure sensor 25g that detects the differential pressure (differential pressure between the upstream side and the downstream side) before and after the PM filter 25f by the engine ECU 24. It was decided to input things by communication.

Subsequently, it is determined whether or not the input PM accumulation amount Qpm is equal to or more than the threshold value Qref1, whether or not the PM accumulation amount Qpm is equal to or more than the threshold value Qref2, and whether or not the PM accumulation amount Qpm is equal to or more than the threshold value Qref3 (. Steps S110 to S130). The threshold values Qref1 to Qref3 have a relationship of Qref1 <Qref2 <Qref3. The threshold value Qref1 is predetermined as a lower limit value of the PM deposition amount Qpm in which abnormal noise is likely to occur due to an increase in back pressure due to the accumulation of particulate matter in the PM filter 25f. The threshold value Qref 3 is predetermined as a PM accumulation amount Qpm that affects the running due to the output limitation of the engine 22 performed by the increase of the back pressure due to the accumulation of the particulate matter of the PM filter 25f. The threshold value Qref2 is predetermined as an intermediate value between the threshold value Qref1 and the threshold value Qref3.

When it is determined in step S110 that the PM deposition amount Qpm is less than the threshold value Qref 1, it is determined that no abnormal noise is generated due to the deposition of particulate matter in the PM filter 25f, and normal noise that improves fuel efficiency while reducing noise. The reduction operation line A is selected (step S140), and this routine is terminated. When the normal noise reduction operation line A is selected, in the HV driving mode, the operation point at which the required power Pe * required for the engine 22 is output on the normal noise reduction operation line A is set to the target rotation speed Ne * of the engine 22 and the target rotation speed Ne * of the engine 22. It is set as the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set based on the target rotation speed Ne * and the target torque Te * of the engine 22. Then, the engine ECU 24 controls the operation of the engine 22 (intake air amount control, fuel injection control, ignition control, etc.) so that the engine 22 is operated based on the target rotation speed Ne * and the target torque Te *, and the motor. Switching control of a plurality of switching elements of the inverters 41 and 42 is performed by the ECU 40 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. FIG. 3 shows an example of the operation line of the engine 22. In the figure, the solid line D is the fuel consumption priority operation line D in which the fuel consumption is good without considering the noise reduction, and the broken line A is the normal noise reduction operation line A. The normal noise reduction operation line A is different from the fuel efficiency priority operation line D in the region where the engine 22 rotation speed Ne, which tends to generate abnormal noise such as muffled noise and rattling noise, is equal to or less than the predetermined rotation speed Nref. The generation of sound is suppressed.

When it is determined in step S110 that the PM deposition amount Qpm is equal to or greater than the threshold Qref1 and it is determined in step S120 that the PM accumulation amount Qpm is less than the threshold Qref2, abnormal noise is generated due to the accumulation of particulate matter in the PM filter 25f. In the region where the rotation speed Ne of the engine 22 is equal to or less than the predetermined rotation speed Nref, the first noise reduction operation line B having a smaller torque than the normal noise reduction operation line A is selected (step S150), and this routine is terminated. The alternate long and short dash line B in FIG. 3 is the first noise reduction operation line B. The target rotation speed Ne * and target torque Te * setting method of the engine 22 when the first noise reduction operation line B is selected, the torque commands Tm1 * and Tm2 * setting methods of the motors MG1 and MG2, and the target rotation speed. The control of the engine 22 using Ne * and the target torque Te *, and the control of the motors MG1 and MG2 using the torque commands Tm1 * and Tm2 * are the same as when the normal noise reduction operation line A is selected. As shown in FIG. 3, when the first noise reduction operation line B is used, the engine 22 is operated at an operation point where the torque is smaller than when the normal noise reduction operation line A is selected in the region of the predetermined rotation speed Nref or less. , Torque fluctuation can be reduced to suppress the generation of abnormal noise.

When it is determined in step S120 that the PM deposition amount Qpm is equal to or greater than the threshold Qref2 and it is determined in step S130 that the PM accumulation amount Qpm is less than the threshold Qref3, an abnormal noise caused by the accumulation of particulate matter in the PM filter 25f is heard. In the region where the rotation speed Ne of the engine 22 is equal to or less than the predetermined rotation speed Nref, the second noise reduction operation line C having a torque smaller than that of the first noise reduction operation line B is selected (step S160), and this routine is terminated. do. The two-dot chain line C in FIG. 3 is the second noise reduction operation line C. The target rotation speed Ne * and target torque Te * setting method of the engine 22 when the second noise reduction operation line C is selected, the torque commands Tm1 * and Tm2 * setting methods of the motors MG1 and MG2, and the target rotation speed. The control of the engine 22 using Ne * and the target torque Te *, and the control of the motors MG1 and MG2 using the torque commands Tm1 * and Tm2 * are the same as when the normal noise reduction operation line A is selected. As shown in FIG. 3, when the second noise reduction operation line C is used, the engine 22 is operated at an operation point where the torque is further smaller than when the first noise reduction operation line B is selected in the region of the predetermined rotation speed Nref or less. Therefore, it is possible to reduce the torque fluctuation and suppress the generation of abnormal noise.

When it is determined in step S130 that the PM deposition amount Qpm is equal to or higher than the threshold value Qref3, it is determined that the increase in back pressure due to the accumulation of particulate matter in the PM filter 25f may affect the running, and the fuel consumption priority operation line is determined. Select D (high torque operation line) (step S170), and end this routine. FIG. 4 is an explanatory diagram illustrating operation points P1 and P2 when the normal noise reduction operation line A is selected and when the fuel consumption priority operation line D is selected. As shown in the figure, when the required power Pe * is constant, the operation point when the fuel efficiency priority operation line D is selected from the operation point P1 (rotation speed Ne1, torque Te1) when the normal noise reduction operation line A is selected. P2 (rotation speed Ne2, torque Te2) is the operating point for low rotation and high torque. When the fuel consumption priority operation line D is selected, abnormal noise such as muffled noise or rattling noise may occur in a region where the rotation speed Ne of the engine 22 is a predetermined rotation speed Nref or less. FIG. 5 shows an example of the relationship between the operating point of the engine 22 and the back pressure. As shown in the figure, when the same output Pe1 is output from the engine 22, the back pressure Pb1 when operating the engine 22 at the operation point of low rotation and high torque causes the engine 22 to operate at the operation point of high rotation and low torque. It is smaller than the back pressure Pb2 when driving. Therefore, by selecting the fuel consumption priority operation line D (high torque operation line), the back pressure can be reduced and the influence on the running due to the increase in the back pressure can be suppressed.

In the hybrid vehicle 20 of the embodiment described above, the rotation speed Ne of the engine 22 is less than or equal to the predetermined rotation speed Nref when the PM accumulation amount Qpm (accumulation amount of particulate matter) of the PM filter 25f is large as compared with the case where the PM accumulation amount Qpm (particulate matter accumulation amount) is small. In the region, the torque of the engine 22 is reduced to drive the engine 22. As a result, it is possible to suppress the generation of abnormal noise due to the increase in the accumulated amount of particulate matter in the PM filter 25f and the increase in the back pressure.

In the hybrid vehicle 20 of the embodiment, when the PM accumulation amount Qpm of the PM filter 25f is equal to or higher than the threshold value Qref1 and less than the threshold value Qref2, the torque is higher than that of the normal noise reduction operation line A in the region where the rotation speed Ne of the engine 22 is the predetermined rotation speed Nref or less. When the first noise reduction operation line B having a small value is selected and the PM accumulation amount Qpm of the PM filter 25f is equal to or higher than the threshold value Qref2 and less than the threshold value Qref3, the first noise is generated in the region where the rotation speed Ne of the engine 22 is the predetermined rotation speed Nref or less. The second noise reduction operation line C having a torque smaller than that of the reduction operation line B is selected. As a result, the torque Te of the engine 22 in the region below the predetermined rotation speed Nref (relatively low rotation speed region) where abnormal noise is likely to occur is increased against the increase in back pressure due to the increase in the accumulated amount of particulate matter in the PM filter 25f. The engine 22 can be operated by making the engine 22 smaller in stages, the generation of abnormal noise can be suppressed, and the output of the engine 22 can be limited in stages.

In the hybrid vehicle 20 of the embodiment, when it is determined that the PM accumulation amount Qpm is equal to or higher than the threshold value Qref 3, the fuel consumption priority operation line D (high torque operation line) is selected. As a result, the operating point of the engine 22 can be set as the operating point of low rotation and high torque, the back pressure can be reduced, and the influence on the running due to the increase in the back pressure can be suppressed.

In the hybrid vehicle 20 of the embodiment, when the PM accumulation amount Qpm of the PM filter 25f is equal to or more than the threshold value Qref1 and less than the threshold value Qref2, the first noise reduction operation line B is selected, and the PM accumulation amount Qpm of the PM filter 25f is the threshold value Qref2 or more. When the threshold value is less than QRef3, the second noise reduction operation line C is selected. However, the first noise reduction operation line B may be selected when the PM accumulation amount Qpm of the PM filter 25f is equal to or more than the threshold value Qref1 and less than the threshold value Qref3, or the PM accumulation amount Qpm of the PM filter 25f is equal to or more than the threshold value Qref1. The second noise reduction operation line C may be selected when the threshold value is less than QRef3.

In the hybrid vehicle 20 of the embodiment, when it is determined that the PM accumulation amount Qpm is equal to or higher than the threshold value Qref3, the fuel consumption priority operation line D (high torque operation line) is selected. However, even when the PM accumulation amount Qpm is equal to or higher than the threshold value Qref3, the second noise reduction operation line C may be selected.

In the hybrid vehicle 20 of the embodiment, the battery 50 is used, but a capacitor may be used instead of the battery 50.

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 to connect the motors MG1 and MG2. The battery 50 is connected via a power line. However, it is also possible to connect the motor to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission, connect the engine to the motor via the clutch, and connect the battery to the motor via the power line. good. Further, a so-called series in which a traveling motor is connected to a drive shaft 36 connected to the drive wheels 39a and 39b, a generator is connected to the output shaft of the engine, and a battery is connected to the motor and the generator via a power line. It may be configured as a hybrid vehicle.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the motor MG2 corresponds to the "motor", and the HVECU 70, the engine ECU 24, and the motor ECU 40 correspond to the "control device".

As for 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 means for solving the problems of 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 the embodiments, the present invention is not limited to these embodiments and may be in various embodiments within the scope of 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 vehicle, 22 engine, 23a crank position sensor, 23b water temperature sensor, 24 engine electronic control unit (engine ECU), 25 purification device, 25a catalyst, 25b air fuel ratio sensor, 25c oxygen sensor, 25f PM filter, 25g differential pressure Sensor, 26 crank shaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 electronic control unit for motor (motor ECU), 41,42 inverter, 43,44 rotation position detection sensor, 45u, 45v, 46u, 46v current sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 electronic control unit for battery (battery ECU), 54 power line, 57 condenser, 70 electronic control unit for hybrid ( 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, MG1, MG2 motor.

Claims (1)

An engine equipped with a filter that removes particulate matter in the exhaust system,
A motor that can output power for driving and
A control device that controls the engine and the motor,
It is a hybrid car equipped with
The control device operates the engine by reducing the torque of the engine only in the region where the rotation speed of the engine is a predetermined rotation speed or less, as compared with the case where the accumulated amount of particulate matter of the filter is small. do,
A hybrid car that features that.

Images