JPH10288028A - Operation control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately restrict the discharge of the exhaust emission by performing the operation in the predetermined condition in relation to temperature rise of an exhaust purifying device in response to the residual capacity of a secondary battery when start of an internal combustion engine is requested, and controlling the electrified variable to a heating means in response to the residual capacity of the secondary battery and the operation condition of the engine. SOLUTION: When start of an engine 150 is requested, a catalyst temperature sensor 204a judges whether the catalyst temperature is larger than the predetermined temperature TO (catalyst activating temperature) or not, and in the case of NO, catalyst heating processing is carried on. Namely, in a control unit 190, traveling energy is computed on the basis of the traveling speed and the accelerator operated variable, and a judgment whether the residual capacity of a battery 194 is larger than the quantity of the energy as a sum of the catalyst heating energy and the traveling energy or not is performed. In the case where a result of this judgment is NO, a signal for performing the power generation priority operation is output, and a lack of the traveling energy is compensated by the motive power of the engine 150. Lag control of the ignition time of an ignition plug 162 is performed so as to raise the exhaust temperature, and the catalyst is thereby activated in an early stage.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation control device for a hybrid vehicle having an internal combustion engine and an electric motor.
More specifically, the present invention relates to an operation control device for controlling the operation of the internal combustion engine and other operations of the hybrid vehicle.

[0002]

2. Description of the Related Art A hybrid vehicle having an electric motor and an internal combustion engine and capable of running by the electric motor even when the internal combustion engine is stopped can operate the internal combustion engine in an efficient operation state, thereby saving resources and purifying exhaust gas. Excellent in nature. Also in such a hybrid vehicle, the exhaust system of the internal combustion engine is provided with a purification device that purifies exhaust gas discharged when the internal combustion engine is operated by a catalyst. This purifying device includes HC, CO and NO contained in exhaust gas of an internal combustion engine.
This is a device that performs a redox treatment of so-called emission such as x with a three-way catalyst. However, if the catalyst has not reached an activation temperature (around several hundred degrees Celsius), exhaust gas cannot be sufficiently purified. Therefore, in order to sufficiently purify the emission, it is necessary to heat the catalyst to the activation temperature before starting the internal combustion engine.

In view of the above, means for heating a catalyst by an electric heater have been proposed (for example, see Japanese Patent Application Laid-Open No. Hei 4-3).
31402). As a means for sufficiently obtaining the effect of heating by the heater, a configuration in which the internal combustion engine is operated only after the catalyst is sufficiently heated (Japanese Utility Model Application Laid-Open No. 5-211119).
Also, a configuration has been proposed in which heating of the catalyst is started prior to the start of the internal combustion engine when the remaining capacity of the battery is reduced to a predetermined capacity (JP-A-7-71236).

[0004]

However, if the remaining capacity of the battery for energizing the electric heater is insufficient even if such a configuration is employed, the internal combustion engine is started before the catalyst is completely warmed up. There was a case where it was necessary to do so, and there was a possibility that emission emissions could not be sufficiently suppressed. If priority is given to suppression of emission, the heating of the catalyst must be started in a state where the electric power necessary for heating the catalyst and the electric power necessary for traveling during heating are secured in the battery. In such a case, it becomes necessary to start heating the catalyst and start the internal combustion engine even when a considerable amount of power margin remains in the battery. This is because, in this configuration, it is necessary to allow for the above-mentioned power margin by assuming the most severe traveling state, for example, when traveling uphill or when suddenly accelerating.
Further, in this configuration, since it is necessary to frequently start the internal combustion engine, it is not only inefficient, but also it is not possible to sufficiently suppress emissions. On the other hand, regarding the battery, a constant amount of power is supplied to the electric heater regardless of the temperature of the catalyst, so that the power consumption of the battery increases.

[0005] The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide an operation control device that enables efficient operation of a hybrid vehicle while sufficiently suppressing emissions.

[0006]

A first operation control device according to the present invention comprises an internal combustion engine, an electric motor,
A hybrid comprising: a secondary battery that stores electric power for driving the electric motor and is charged and discharged as the vehicle travels; and an exhaust purification device provided in an exhaust system of the internal combustion engine to purify exhaust at a predetermined temperature or higher. An operation control device for controlling the operation of the vehicle, comprising: a remaining capacity detection unit configured to detect a remaining capacity of the secondary battery; and a heating unit configured to heat the exhaust gas purification device by receiving power from the secondary battery. And an internal combustion engine operation for operating the internal combustion engine under predetermined conditions related to a temperature rise of the exhaust gas purification device according to the detected remaining capacity of the secondary battery when a request for starting the internal combustion engine is issued. The gist comprises a control unit and a heating control unit configured to control an amount of electricity supplied from the secondary battery to the heating unit in accordance with a remaining capacity of the secondary battery and an operating condition of the internal combustion engine. .

[0007] In a hybrid vehicle, a type in which the internal combustion engine can be a driving source of the vehicle (so-called parallel hybrid vehicle), and the internal combustion engine cannot be directly a driving source of the vehicle, and is mounted mainly for operating a generator. Type (so-called series hybrid vehicle). The hybrid vehicle will continue to run when the remaining capacity of the secondary battery that supplies power to the electric motor decreases, or when there is a possibility that sudden power consumption may occur, such as when accelerating or climbing a hill. Starting the internal combustion engine is expected to be difficult.
In a parallel hybrid vehicle, the internal combustion engine may be started in order to use the power of the internal combustion engine as the driving force of the vehicle when accelerating or climbing a hill. When the internal combustion engine is started, it is necessary to heat the exhaust gas purification device prior to the emission control in order to suppress the emission.

[0008] If the remaining capacity of the secondary battery is too low to sufficiently heat the exhaust gas purification device,
It is necessary to start the internal combustion engine before the catalyst reaches the activation temperature. According to the present invention, since the internal combustion engine includes an internal combustion engine operation control unit that operates the internal combustion engine under predetermined conditions related to a temperature rise of the exhaust gas purification device according to the detected remaining capacity of the secondary battery, the catalyst The internal combustion engine can be operated in an operating state that can bring the temperature of the internal combustion engine to a desired state. In addition, since the heating device has heating control means for controlling the amount of electricity supplied from the secondary battery to the heating means according to the remaining capacity of the secondary battery and the operating conditions of the internal combustion engine, the catalyst can be efficiently heated. In addition, the consumption of the secondary battery can be suppressed low. In other words, so that the catalyst temperature can be efficiently brought to a desired state,
The operating state of the internal combustion engine and the amount of electricity supplied to the heating means can be integrated and controlled. Therefore, according to the present invention, the emission of emission when the internal combustion engine must be started before the catalyst reaches the activation temperature can be reduced while keeping the consumption of the secondary battery low.

A second operation control device according to the present invention further includes, in addition to the first operation control device described above, temperature detection means for detecting the temperature of the exhaust gas purification device, and operation state detection for detecting the operation state of the vehicle. The internal combustion engine operation control means, when there is a request for starting the internal combustion engine, according to the detected remaining capacity of the secondary battery, the temperature of the exhaust gas purification device and the operating state of the vehicle, The gist is a means for operating the internal combustion engine under predetermined conditions related to the temperature rise of the exhaust gas purification device.

[0010] The second operation control device has the above configuration,
If the internal combustion engine has to be started before the catalyst reaches the activation temperature, the catalyst is considered comprehensively taking into account the detected remaining capacity of the secondary battery, the temperature of the exhaust gas purification device, and the operating state of the vehicle. The internal combustion engine can be operated in an operating condition more suitable for setting the temperature to a desired condition. In addition, it is possible to energize the heating means so as to further suppress the consumption of the secondary battery while efficiently heating the catalyst. Therefore, according to the present invention, it is possible to further reduce the emission of emission when the internal combustion engine has to be started before the catalyst reaches the activation temperature.

A third operation control device according to the present invention is the first or second operation control device described above, wherein the internal combustion engine operation control means sets the predetermined condition as a condition prior to starting the internal combustion engine. If the exhaust gas purification device cannot be sufficiently heated by the secondary battery, the operation state or the operating condition in which the temperature of the exhaust gas purification device is likely to increase based on the detected remaining capacity of the secondary battery. The gist of the present invention is to select one of the operating states in which the secondary battery is easy to be charged and to operate the internal combustion engine in any of the operating states.

[0012] In an operation mode in which the temperature of the exhaust gas purification device is likely to rise, the exhaust gas purification device reaches the activation temperature early, so that emission of emissions can be suppressed. Also,
In the operation mode in which the rechargeable battery is easy to charge, it is possible to efficiently charge the battery when the remaining capacity of the rechargeable battery is small, thereby suppressing emission of emissions while avoiding trouble in traveling. be able to. The third operation control device appropriately selects the operation mode of the internal combustion engine based on the remaining capacity of the secondary battery, and efficiently exhausts the secondary battery while efficiently heating the catalyst according to the selected operation mode. By further energizing the heating means so as to further suppress the emission, it is possible to more efficiently suppress the emission of emissions.

[0013]

According to another aspect of the present invention, in the above-described operation control device of the present invention, the heat generated in each part of the vehicle is replaced by a heating means for heating the exhaust gas purification device by the secondary battery. A heating unit for heating the exhaust gas purification device by transporting the exhaust gas through the refrigerant is provided, and the heating control unit is configured to control the amount of electricity supplied from the secondary battery to the heating unit in accordance with the remaining capacity of the secondary battery. Thus, an operation control device including heating control means for controlling the transport amount of the refrigerant in accordance with the remaining capacity of the secondary battery can be considered. According to this aspect,
Because it has means for heating the catalyst and its control means,
As in the first operation control device described above, it is possible to reduce the emission of emissions when the internal combustion engine has to be started before the catalyst reaches the activation temperature. Further, since the catalyst is heated using so-called waste heat generated in each part of the vehicle, the consumption of the secondary battery can be further suppressed as compared with the operation control device described above. The waste heat includes heat generated by an electric motor.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples. FIG. 1 shows a schematic configuration of a hybrid vehicle incorporating a driving control device according to an embodiment of the present invention. The configuration of this hybrid vehicle is largely
The driving system includes a power system for generating driving force, a control system for the driving system, a power transmission system for transmitting driving force from a driving source to the driving wheels 116 and 118, and a driving operation unit. Also,
The power system includes a system including the engine 150 and the motor MG1,
The control system includes an electronic control unit (hereinafter, referred to as EFIECU) 170 for mainly controlling the operation of the engine 150, and a motor MG.
1, a control unit 190 for mainly controlling the operation of MG2
And various sensor units for detecting and inputting / outputting signals necessary for the EFIECU 170 and the control unit 190. Although the internal configurations of the EFIECU 170 and the control unit 190 are not shown, these are one-chip microcomputers each having a CPU, a ROM, a RAM, and the like therein. It is configured to perform the various control processes shown. In the present embodiment, the control system corresponds to the operation control device.

Engine 150 draws a mixture of air sucked from inlet 200 and gasoline injected from fuel injection valve 151 into combustion chamber 152, and cranks the movement of piston 154 depressed by the explosion of the mixture. This is converted into a rotational movement of the shaft 156. This explosion is caused by the mixture being ignited and burned by an electric spark formed by the spark plug 162 by the high voltage guided from the igniter 158 via the distributor 160.
Exhaust generated by the combustion passes through an exhaust port 202 and is discharged into the atmosphere through an exhaust system including a catalytic converter 204, a sub-muffler 208, and a main muffler 210. The catalytic converter 204 is a device for performing oxidation-reduction treatment of harmful components such as HC, CO and NOx contained in the exhaust gas of the internal combustion engine by a three-way catalyst.
The catalyst converter 204 cannot sufficiently purify the exhaust gas unless the catalyst has reached an activation temperature (around 400 degrees Celsius in the present embodiment). (Hereinafter EH
C) 206 is provided.

The operation of the engine 150 is performed by the EFIECU 1
70. The control of the engine 150 performed by the EFIECU 170 includes ignition timing control of the ignition plug 162 according to the rotation speed of the engine 150, fuel injection amount control according to the intake air amount, and the like. Engine 15
In order to enable zero control, various sensors indicating the operating state of the engine 150 are connected to the EFIECU 170. For example, a rotation speed sensor 176 and a rotation angle sensor 178 provided in the distributor 160 to detect the rotation speed and the rotation angle of the crankshaft 156
And so on. In addition, the EFIECU 170 additionally includes
For example, a starter switch 179 for detecting the state ST of the ignition key is also connected, but illustration of other sensors and switches is omitted.

EFI ECU 1 for engine 150
The control by 70 includes control of operation efficiency.
As shown in FIG. 2, the engine 150 can be operated with various torques Te and rotation speeds Ne that are equal to or less than the limit value indicated by the curve B. The engine 150 has an operating torque Te as shown by iso-efficiency lines (curves α1 to α6) indicating the same operating point where the operating efficiency of the engine 150 is the same.
And the rotational speed Ne changes the efficiency. A constant energy curve which is a product of the torque Te and the rotation speed Ne;
(For example, as represented by curves C1-C1 through C3-C3), the engine 150 has an operating torque Te and a rotational speed N.
The output energy changes depending on e. As can be seen from FIG. 3 showing the efficiency of each operation point along the constant energy curves C1-C1 to C3-C3, the efficiency of the engine 150 greatly differs depending on which operation point the engine is operated at even if the output energy is the same. . For example, on the constant energy curve C1-C1, the efficiency can be maximized by operating the engine 150 at the operation point A1 (torque Te1, rotation speed Ne1). Such operating points having the highest efficiency are present on the curves with constant energy (the operating points A2 and A3 correspond to the curves C2-C2 and C3-C3 with constant output energy, respectively). The EFIECU 170 controls the operating efficiency of the engine 150 to be as high as possible with respect to the output energy. In other words, referring to FIG.
A curve A connecting operating points at which the efficiency of the engine 150 is as high as possible for each energy Pr by continuous lines
The EFIECU 170 controls the engine 150 such that the engine 150 is operated at each of the above operating points (torque Te, rotation speed Ne).

Returning to FIG. 1, the configuration of the hybrid vehicle will be described continuously. The motor MG1 is configured as a synchronous motor generator, and includes a rotor 132 having a plurality of permanent magnets on an outer peripheral surface, and a stator 133 around which a three-phase coil that forms a rotating magnetic field is wound. The stator 133 is
It is formed by laminating thin sheets of non-oriented electrical steel sheets, and is fixed to the case 119. The motor MG1 operates as an electric motor that rotationally drives the rotor 132 by an interaction between a magnetic field generated by a permanent magnet provided on the rotor 132 and a magnetic field formed by a three-phase coil provided on the stator 133. Also acts as a generator that generates an electromotive force at both ends of the three-phase coil provided in the stator 133 due to the interaction of.

The motor MG2 is also configured as a synchronous motor generator like the motor MG1, and includes a rotor 142 having a plurality of permanent magnets on its outer peripheral surface, and a stator 143 around which a three-phase coil for forming a rotating magnetic field is wound. Is provided. Motor M
The G2 stator 143 is also formed by laminating thin sheets of non-oriented electrical steel sheets, and is fixed to the case 119.
This motor MG2 also operates as a motor or a generator similarly to the motor MG1.

The motors MG1 and MG2 are electrically connected to a battery 194 and a control unit 190 via a transistor inverter 193 having a plurality of switching transistors. In addition, the EHC 206 and various sensors are electrically connected to the control unit 190. The sensors connected to the control unit 190 include an accelerator pedal position sensor 164a and a brake pedal position sensor 165.
a, shift position sensor 184, remaining capacity detector 199 of battery 194, catalyst temperature sensor 204a, and the like.

The method of controlling the motors MG1 and MG2 using the transistor inverter 193 is a known technique. That is, a control signal is output from the control unit 190 to the transistor inverter 193, and each transistor incorporated in the transistor inverter 193 is switched.
The current flowing through the three-phase coils of the motors MG1 and MG2 is represented by PW
When a pseudo sine wave is generated by M control, the motor MG1
A rotating magnetic field is formed in each of the three-phase coil provided in stator 133 of motor MG2 and the three-phase coil provided in stator 143 of motor MG2. The above-described motor MG1,
In order to enable control of the operating state of the hybrid vehicle including control of the MG2 and control of energization of the EHC 206, the control unit 190 includes various signals from the operation unit, the remaining capacity of the battery 194, , And various kinds of information are exchanged by communication with the EFIECU 170 that controls the engine 150. Specifically, various signals from the operation unit include an accelerator pedal position (accelerator pedal depression amount) AP from an accelerator pedal position sensor 164a and a brake pedal position (brake pedal depression amount) from a brake pedal position sensor 165a. BP and a shift position SP from the shift position sensor 184. The remaining capacity of the battery 194 is detected by a remaining capacity detector 199, and the catalyst temperature is detected by a catalyst temperature sensor 204a. The remaining capacity detector 19
9 is the specific gravity of the electrolyte of the battery 194 or the battery 1
A device that measures the total weight of 94 to detect the remaining capacity,
Known are those that calculate the current and time of charging and discharging to detect the remaining capacity, and those that detect the remaining capacity by momentarily shorting the terminals of the battery and allowing the current to flow and measuring the internal resistance. ing.

The driving force from the driving source is applied to the driving wheels 116, 11
8 includes a crankshaft 156 and a planetary carrier shaft 127 for transmitting the power of the engine 150, and rotation shafts 125 and 126 for transmitting the rotations of the motors MG1 and MG2. Mechanically coupled to a power transmission gear 111 through a differential gear 114, and finally to the left and right drive wheels 11
6, 118.

The connection of the crankshaft 156, the planetary carrier shaft 127, the rotary shaft 125 of the motor MG1, and the rotary shaft 126 of the MG2 will be described together with the configuration of the planetary gear 120. The planetary gear 120 includes two coaxial gears, a sun gear 121 and a ring gear 122,
The planetary pinion gear 123 is disposed between the sun gear 121 and the ring gear 122 and revolves around the sun gear 121 while rotating. The sun gear 121 is connected to a motor MG1 via a hollow sun gear shaft 125 that passes through the center of the planetary carrier shaft 127.
The ring gear 122 is connected to the rotor 142 of the motor MG2 via the ring gear shaft 126. In addition, the planetary pinion gear 123
Is connected to a planetary carrier shaft 127 via a planetary carrier 124 that supports the rotation shaft, and the planetary carrier shaft 127 is connected to a crankshaft 156. As is well known in mechanics, the planetary gear 120 includes the sun gear shaft 125 and the ring gear shaft 1 described above.
When power input / output to any two of the three axes 26 and the crankshaft 156 is determined, the power input / output to the remaining one axis is determined.

A power take-off gear 128 for taking out power is connected to the ring gear 122 on the motor MG1 side. The power take-off gear 128 is a chain belt 129
Is connected to the power transmission gear 111, and power is transmitted between the power take-out gear 128 and the power transmission gear 111. Based on the above-described configuration and the properties of the planetary gear 120, the hybrid vehicle can run using only the motor MG2 as a drive source.
It is also possible to travel using both the motor MG2 and the motor MG2 as drive sources. When traveling using both the engine 150 and the motor MG2 as drive sources, the required torque and the motor MG2
The engine 150 can be operated at an efficient operation point in accordance with the torque that can be generated in the engine 150.
It is excellent in resource saving and exhaust purification as compared with vehicles using only a driving source. Based on such a function, the hybrid vehicle normally runs only with the motor MG2, and when the remaining capacity of the battery 194 becomes small and it is expected that running will eventually be hindered, or during acceleration, When further power is required, such as when climbing or climbing a slope, the drive source is properly used by starting the engine 150. On the other hand, the rotation of the crankshaft 156 can be transmitted to the motor MG1 via the planetary carrier shaft 127 and the sun gear shaft 125, so that the engine 150 can run while generating power with the motor MG1.

Next, the engine 150 and the EH
Control of C206 will be described. FIG. 4 shows the engine 1
It is a flow chart which showed a flow of 50 starting processings.
When the process starts (step S300), control unit 190 detects remaining battery charge SOC (step S305). The remaining capacity SOC is detected by the remaining capacity detector 199 described above. Although not shown in the flowchart to avoid complexity, the control unit 1
Numeral 90 also preliminarily reads a driving state of the vehicle such as an operation amount such as an accelerator pedal depression amount AP and a speed. Next, the process proceeds to step S310, and it is determined whether or not the engine 150 needs to be started. The control unit 190 determines that the engine 150 needs to be started if the remaining capacity SOC of the battery 194 is not sufficient to maintain the running in consideration of the running state of the vehicle from various input signals. . In addition, even when the remaining capacity SOC of the battery 194 is sufficient, it is determined that the engine 150 needs to be started when more power is required for traveling, such as when accelerating or climbing a hill. Here, when it is determined that the engine 150 does not need to be started, the engine start process ends (step S340).

If it is determined that the engine 150 needs to be started, it is determined whether or not the catalyst temperature (hereinafter referred to as catalyst bed temperature) detected by the catalyst temperature sensor 204a is higher than the temperature T0 (step S315). ). The temperature T0 is
The activation temperature of the catalyst, which is about 400 degrees Celsius in this embodiment. If the catalyst bed temperature is equal to or lower than the temperature T0, it is necessary to heat the catalyst before starting the engine 150, so that a catalyst heating process described in detail later is performed (Step S).
400). The catalyst heating process is performed at predetermined time intervals until the catalyst bed temperature reaches the temperature T0 (step S31).
5, S400). The catalyst heating process (step S40)
If the EHC 206 is energized in step (0), the value 1 is assigned to the flag FEHC, and the engine 150
Is started in each operation mode described later, the value 1 is substituted for the flag FENG. Although not shown in the flowchart, the flag FEHC and the flag FENG are initialized (a value of 0 is substituted) when the engine start process is started.

If the catalyst bed temperature has reached or exceeded the temperature T0 (step S315), the control unit 190 determines whether or not the flag FEHC has a value of 1 (step S3).
20). If the value of the flag FEHC is 1, it indicates that the energization of the EHC 206 has been started in the catalyst heating process (step S400), and thus the control unit 190
Turns off the power supply to the EHC 206 (step S32).
5). If the value of the flag FEHC is 0, this process is not performed. Although not shown in the flowchart in order to avoid complexity, in order to prevent chattering of energization to the EHC 206, energization to the EHC 206 is turned off at a catalyst bed temperature slightly higher than the temperature T0.
Has hysteresis.

In the next step, control unit 190 determines whether or not flag FENG has a value of 0 (step S330). If the value of the flag FENG is 0, the engine 150 is started (step S335).
The engine start process ends (step S340). If the value of the flag FENG is 1, the catalyst heating process (S
In 400), since the engine 150 has already been started, there is no need to start the engine 150 again.
The engine start process ends (step S340).

Next, the flow of the catalyst heating process (step S400) will be described with reference to FIG. When the catalyst heating process is started, the control unit 190 reads the catalyst temperature detected by the catalyst temperature sensor 204a (Step S405), and calculates the catalyst heating energy EHEAT (Step S41).
0). The catalyst heating energy EHEAT is energy calculated based on the difference between the catalyst activation temperature T0 and the detected catalyst temperature, and means the energy to be added to the catalyst to reach the activation temperature T0. Next, control unit 190 calculates running energy EDRIVE (step S415). The driving energy EDRIVE is
This is energy calculated using data separately read by the control unit 190, such as the running speed of the vehicle and the amount of depression of the accelerator, and means the energy that needs to be supplied to the vehicle in order to maintain the current running state.

Next, the control unit 190 controls the battery 1
It is determined whether or not the remaining capacity SOC of the fuel cell 94 is larger than the energy amount obtained by adding the catalyst heating energy EHEAT and the running energy EDRIVE (step S420). In other words, it is determined whether the remaining capacity SOC of the battery 194 is sufficient to supply the energy. It should be noted that the remaining capacity SOC of the battery 194 and each of the above energies cannot be directly compared, but are naturally replaced by a common unit system and compared.

When the remaining capacity SOC of the battery 194 is larger than the energy amount obtained by adding the catalyst heating energy EHEAT and the running energy EDRIVE, that is, the battery 194 has a remaining capacity that can sufficiently perform the catalyst heating while maintaining the running. If so, the control unit 190
The amount of current supplied to the HC 206 is set to the maximum value Emax (step S455), and power is supplied to the EHC 206 (step S460). Further, the value 1 is substituted for the flag FEHC, and the catalyst heating process is ended (step S470). As will be described in detail later, this state corresponds to the state in the region A in FIG. 7, that is, the state in which the catalyst heating energy EHEAT and the running energy EDRIVE are all supplied by the battery 194.

If the state of charge SOC of the battery 194 is equal to or less than the energy obtained by adding the catalyst heating energy EHEAT and the running energy EDRIVE, the control unit 190
Indicates that the remaining capacity SOC of the battery 194 is equal to the running energy ED.
It is determined whether it is larger than RIVE (step S42)
5). The remaining capacity SOC of the battery 194 is the running energy E
DRIVE, that is, the battery 194 is at E
When there is not enough remaining capacity to heat the catalyst by energizing the HC 206 but it is possible to maintain the current running, the control unit 190 controls the rapid warm-up in a first operation mode described later. A signal for performing machine operation (step S430) is output to EFIECU 170. As will be described in detail later, this state is the state of the area B in FIG.
Part of catalyst heating energy EHEAT and running energy ED
This corresponds to a state where all of RIVE is supplied by the battery 194. However, in this case, the engine 150
Is supplied to the running of the vehicle. To be precise, the remaining energy obtained by subtracting the energy provided by the power of the engine 150 from the driving energy EDIRVE is the battery 194.
Will be supplied by

On the other hand, when the remaining capacity SOC of the battery 194 is equal to or less than the running energy EDRIVE, that is, when the battery 194 has a remaining capacity that cannot maintain the current running, the control unit 190
Outputs to EFIECU 170 a signal for performing a power generation priority operation (step S435) which is a second operation mode described later. As will be described in detail later, this state corresponds to the state of area C in FIG. 7, that is, a state in which neither the catalyst heating energy EHEAT nor the traveling energy EDRIVE can be supplied only by the battery 194. In this case, the deficiency of the traveling energy causes the power of the engine 150 to
118 is provided. After instructing operation of engine 150 in the first or second operation mode, control unit 190 substitutes the value 1 for flag FENG (step S440).

Subsequently, the control unit 190 reads the catalyst temperature again and calculates the catalyst heating energy (step S445). In the flowchart, step S445
The processing is collectively shown in FIG.
05 and the same processing as that performed in step S410. The same processing is performed again in step S4.
At 45, the engine 150 is operated in the first or second operation mode.
Is operating, and the exhaust gas also heats the catalyst. Therefore, if the EHC 206 is energized by reflecting the amount of heating, the amount of energization can be suppressed and the consumption of the battery 194 can be suppressed. The control unit 190 calculates the EHC energization amount in the next step (step S45).
0), energizing the EHC 206 (step S46)
0). Specifically, the catalyst heating amount is calculated based on the difference between the catalyst temperature after being heated by the exhaust gas and the catalyst activation temperature T0, and the amount of electricity that can supply the catalyst heating amount is determined by EHC20.
6 is energized. Thereafter, the control unit 190 sets the flag F
The value 1 is substituted into the EHC, and the catalyst heating process ends (step S470).

Next, the first and second operation modes will be described. In the first operation mode, the engine 150 performs a rapid warm-up operation. In the present embodiment, an operation is performed in which the ignition timing of the ignition plug 162 is retarded.
The ignition timing of the ignition plug 162 is controlled by an igniter control signal output from the EFIECU 170 to the igniter 180. Usually, when the piston 154 of the engine 150 reaches the top dead center, the flame ignited by the air-fuel mixture burns. It is controlled to reach about half of the room. That is, considering the time delay from the ignition of the ignition plug 162 to the combustion of the air-fuel mixture, the ignition plug 162 is controlled to be ignited before the piston 154 reaches the top dead center (advance side). Further, the ignition timing also changes according to the rotation speed of engine 150. In the ignition timing retard control, control is performed in which the ignition timing is delayed more than usual. As a result, the combustion timing is shifted backward, so that the temperature of the exhaust gas becomes higher than usual and the catalyst is easily heated by the exhaust gas. In the ignition timing retard control, the engine 15
Since the output of 0 becomes lower than usual, the amount of retard is controlled to an appropriate amount in consideration of the load applied to the engine 150.

In this embodiment, the rapid warm-up operation is performed by controlling the ignition timing. However, the rapid warm-up operation may be performed by another method. For example, a method of increasing the compression ratio of the engine 150 by reducing the time during which both the exhaust valve and the intake valve of the engine 150 are open, that is, reducing the valve overlap amount, may be considered.

On the other hand, in the second operation mode, the engine 1
50 performs the power generation priority operation. In the hybrid vehicle of the present embodiment, the rotation of engine 150 is
As described above, the power can be transmitted to the power generator 1 in this operation mode, but in this operation mode, the rotation speed and the torque of the engine 150 are controlled so that the power is generated efficiently in the generator MG1. Here, when operating in the second operation mode, the remaining capacity SO of the battery 194 is determined.
Since C is in a state where it is difficult to maintain the current running, the power of the engine 150 is used not only for power generation but also for maintaining the running. As shown in FIGS. 2 and 3, since the rotation speed and the torque at which the engine 150 can operate efficiently vary depending on the load applied to the engine 150, the second operation mode requires the load of power generation and the running. The load applied to the engine 150 is calculated from both the power of the engine 150, and the engine 150 is operated at the most efficient rotation speed and torque for the load.

Each of the above operation modes will be described with reference to FIG. 6 from the viewpoint of the breakdown of the energy supplied to the catalyst heating and running. FIG. 6A is a graph showing a temporal change of the catalyst bed temperature, and FIGS. 6B to 6D show a temporal change of the energy supply amount supplied to the catalyst heating and traveling. It is a graph. FIG. 6 (b) corresponds to the case where the battery capacity is sufficiently remaining, FIG. 6 (c) corresponds to the first operation mode, and FIG. 6 (d) corresponds to the second operation mode. ing. These four figures are drawn together with the time axis. Therefore, when the catalyst bed temperature becomes the temperature T0
Assuming that the time to reach is t1, FIG.
In the graph of (d), the energy required for heating the catalyst at time t1 is zero. In each of the drawings, the amount of energy required for traveling is represented by a straight line Ed, and the amount of energy obtained by adding the energy required for heating the catalyst to this is represented by a line Eh. Further, the remaining capacity SOC of the battery 194 is indicated by a broken line b0,
It is represented by b1 and b2. In each figure, for simplicity, the traveling state is assumed to be constant, that is, the amount of energy required for traveling is assumed to be constant, and the energy required for heating the catalyst is linearly changed.

With reference to FIG. 6B, description will be given of energy supply when the remaining capacity SOC of the battery 194 is sufficient. This corresponds to step S4 described with reference to FIG.
This corresponds to the case of 55. In this state, as shown in FIG. 6B, the remaining capacity SOC (broken line b0) of the battery 194 remains at each time enough to cover both the traveling energy and the energy required for catalyst heating (straight line Eh). I have. Therefore, the energy required for heating the catalyst (see FIG. 6)
All the energy is supplied by the battery 194, including the area (b) in (b). The remaining capacity SOC of the battery 194 decreases over time due to the supply of the traveling energy and the energy necessary for heating the catalyst, as indicated by the broken line b0 drawn to the lower right in FIG. 6B.

Based on FIG. 6 (c), in the case of the first operation mode, that is, the remaining capacity SOC of the battery 194 is not sufficient to perform the catalyst heating, but the running can be maintained. A description will be given of the supply of energy in the case where it remains to the extent possible. This corresponds to the case of step S430 described with reference to FIG. In this state, as shown in FIG. 6C, the remaining capacity of the battery 194 (broken line b1) is larger than the traveling energy (line Ed), and the energy obtained by adding the catalyst heating energy to this energy (line E).
h). In this state, the battery 194 can supply only a part of the energy required for heating the catalyst (region (d) in FIG. 6C). The deficient energy (regions (c) and (b) in FIG. 6 (c)) will be supplied by the engine 150 operated in the first operation mode. This insufficient energy is supplied by the exhaust of the engine 150 (region (b) in FIG. 6C) and supplied by the generator MG1 generated by the operation of the engine 150 and energized to the EHC 206 (FIG. 6C). Region (c)). However, since the power of the engine 150 is also directly transmitted to the driving wheels 116 and 118, it is omitted in FIG.
Will be supplied by

In the first operation mode, the ignition timing of the ignition plug 160 is retarded in order to increase the amount of energy supplied by the exhaust of the engine 150, as described above. In the state shown in FIG. 6C, the energy required for heating the catalyst in the above three forms is supplied by the same amount as in FIG. 6B.
To rise. As shown by the broken line b1 in FIG.
Decreases over time due to the supply of running energy and the energy required for catalyst heating.

With reference to FIG. 6D, description will be given of the supply of energy in the case of the second operation mode, that is, in the case where the remaining capacity SOC of the battery 194 is insufficient to maintain the running. . This corresponds to the case of step S435 described with reference to FIG. In this state, as shown in FIG. 6D, the state of charge SOC (broken line b2) of the battery 194 is smaller than the traveling energy (line Ed). In this state, the battery 194 cannot supply the energy required for heating the catalyst, but can only supply a part of the energy required for traveling. Insufficient energy, that is, remaining running energy (region (g) in FIG. 6 (d)) and energy required for catalyst heating (regions (f) and (e) in FIG. 6 (d))
Is the engine 150 operating in the second operation mode.
Supplied by Insufficient running energy (Fig. 6 (d)
The region (g)) is supplied by transmitting the power of the engine 150 to the driving wheels 116 and 118 as the driving force of the vehicle. The energy required for catalyst heating is
The exhaust gas of EHC2 is supplied by the generator MG1 by the supply of the exhaust gas of No. 0 (region (e) of FIG. 6D) and the operation of the engine 150.
06 (see FIG. 6 (d), region (f)).

In the second operation mode, the highest priority is to recover the remaining capacity SOC of the battery 194. Therefore, as described above, the operation in which the power generation is prioritized in the operation state corresponding to the insufficient capacity of the battery 194 is performed. Have been done. FIG. 6 (d)
In the state of, the energy required for heating the catalyst is supplied by the same amount as in the case of FIG. 6B in the above two forms, so that the bed temperature also rises to the temperature T0 at time t1. The temporal change in the remaining capacity SOC of the battery 194 in this operating state depends on the amount of traveling energy supplied by the battery 194 (region (g) in FIG. 6D) and the magnitude of the power generated by the generator MG1 by the operation of the engine 150. Determined by the relationship.
For example, when the traveling energy amount supplied by the battery 194 is larger, the remaining capacity SOC of the battery 194 is necessary for traveling energy and catalyst heating as shown by the broken line b2 in FIG. With the supply of energy.

In the second operation mode, the ignition timing is not retarded for raising the exhaust gas temperature. However, the load applied to the engine 150 is larger than that in the first operation mode. As a result, the total amount of energy supplied by the exhaust gas is larger than the energy supplied by the first operation mode (the area (e) in FIG. 6D is larger than the area (b) in FIG. 6C). .

In the above description, the supply of the traveling energy and the energy necessary for heating the catalyst has been described in relation to time. Next, the relation to the remaining battery charge SOC will be described with reference to FIG. FIG. 7A shows the breakdown of the supply of energy required for warming up the catalyst in relation to the remaining battery charge SOC. FIG. 7B shows the breakdown of the supply of energy required for traveling in relation to the remaining battery charge SOC.

When the remaining battery charge SOC is equal to or more than the value V1 (region A in FIG. 7), it corresponds to the state in FIG.
Only the battery 194 can supply both energy required for catalyst heating and energy required for traveling.
This value V1 is a value that changes depending on the catalyst temperature and the running state. That is, when the catalyst temperature is low and a high traveling energy is required, such as in an uphill state, the value V1 increases. On the other hand, when the catalyst temperature is relatively close to the activation temperature and the traveling energy may be low, such as when traveling downhill, the value V1 is low.

Next, when the remaining capacity of the battery 194 is smaller than the value V1 and larger than the value V2 (region B in FIG. 7), it corresponds to the state of FIG.
Although the running energy can be supplied, all the energy required for warming up the catalyst cannot be supplied. This value V2 is a value that changes according to the running state of the vehicle, similarly to the above-described value V1. Therefore, when the remaining capacity of the battery 194 becomes smaller than the value V1 and becomes larger than the value V2, the running energy may be rapidly increased, for example, when the power of the battery 194 is consumed or when acceleration of the vehicle is requested. It is also conceivable. In this state, as described above, the engine 150 is operated in the first operation mode, and a part of the energy necessary for warming up the catalyst is supplied by the exhaust gas (the region (a) in FIG. 7A). ). As described above, in the region B of FIG. 7, the power of the engine 150 is also transmitted to the drive wheels 116 and 118, so that part of the traveling energy is also supplied by the engine 150.

Note that, in FIG.
4 becomes smaller than the value V1, the EHC2
The energy supplied by energizing 06 decreases stepwise because the engine 150 is controlled to operate efficiently. As described above, the engine 150
Can be operated at various torques and rotational speeds, but the efficient operating conditions are relatively limited. In order to drive the vehicle with high efficiency, the operation of the engine 150 is controlled by selecting an efficient operation state according to the load applied to the engine 150. As a result, the engine 150
Varies stepwise according to the remaining capacity of the battery 194.

At this time, the amount of power supplied to the EHC 206 is also controlled in an integrated manner. That is, when an efficient operating state is selected for engine 150, the energy supplied by the exhaust gas in that operating state is determined, and EHC 20
6 also determines the energy supplied to the catalyst. The energy amount is an amount obtained by subtracting the energy supplied by the engine 150 from the catalyst heating energy (EHEAT). The amount of electricity supplied to the EHC 206 is determined to an amount that can supply this energy. Therefore, when the battery charge is near the value V1 in FIG. 7, the amount of electricity supplied to the EHC 206 is suppressed while the remaining capacity of the battery 194 has a margin, and the consumption of the battery 194 is suppressed.

In FIG. 7A, the breakdown of the energy supply is fixed in the area B to avoid complication, but depending on the load applied to the engine 150,
Since the efficient operating state of the vehicle also changes, there is a possibility that the operation state may change in several steps even in the region B. Further, in the present embodiment, a case is shown in which the energy supplied by the engine 150 is controlled so as to change stepwise, but the vehicle can be driven with high efficiency as a whole while considering the consumption of the battery 194. In this case, the energy supplied by the engine 150 may be controlled so as to change continuously according to the remaining capacity of the battery 194.

Further, when the remaining capacity of the battery 194 is low and is equal to or less than the value V2 (region C in FIG. 7), this corresponds to the state of FIG. 6D, and the battery 194 can supply the energy required for traveling. It becomes impossible state. In this state, the engine 150 is operated in the second operation mode as described above, and the engine 150 supplies a part of the energy necessary for traveling (FIG. 7 (b) area (c)) while heating the catalyst. Is also supplied with the necessary energy. Energy required for catalyst heating is generated by a generator MG1 operated by engine 150.
(See FIG. 7)
(A) region (B)) and a portion supplied by the exhaust gas of the engine 150 (FIG. 7A region (A)). Even in a region where the remaining capacity SOC of the battery 194 is equal to or less than the value V2, the amount of electricity supplied to the EHC 206 and the amount of traveling energy supplied from the battery change stepwise according to the remaining capacity SOC of the battery 194. This takes into account the efficient operation of the engine 150, as described above for the first operation mode. Since the load applied to engine 150 also changes according to the remaining capacity SOC of battery 194, the operation of engine 150 is controlled so as to change in several steps in a range where remaining capacity SOC is equal to or less than value V2. It is being done. Even in the region C, if the vehicle can be operated with high efficiency, the energy supplied by the engine 150 may be controlled so as to change continuously according to the remaining capacity of the battery 194.

According to the above-described embodiment, the operating state of the engine 150 can be controlled according to the remaining capacity SOC of the battery 194, the catalyst temperature, and the running state of the vehicle, so that the catalyst can be efficiently heated. The total emission discharged before the catalyst reaches the activation temperature can be kept low. In addition, the amount of electricity supplied from the battery 194 to the EHC 206 can be reduced in consideration of heating of the catalyst due to the exhaust of the engine 150 and the like, so that the power consumption of the battery 194 can be reduced. That is, by integrating and controlling the operating state of the engine 150 and the amount of electricity supplied to the EHC 206 so as to increase the efficiency of catalyst heating, it is possible to efficiently suppress the total emission. Moreover, unlike the conventional method of starting energization of the EHC 206 and starting the engine 150 when the state of charge SOC of the battery 194 falls below a certain value, the catalyst temperature, the running state of the vehicle, and the like are comprehensively determined. Since it is possible to determine whether the start of the engine 150 is really necessary, the engine 1
The starting frequency of the hybrid vehicle 50 can also be suppressed, and the total emission that the hybrid vehicle emits while traveling can be further suppressed.

With respect to the present embodiment, other various forms can be considered. In the above-described embodiment, the catalyst temperature is detected by the catalyst temperature sensor 204a. However, since the relationship between the amount of energy supplied to the catalyst and the temperature change is substantially constant, this relationship is connected to the control unit 190 as data. ROM
, And the catalyst temperature may be estimated from the operation time of the engine 150 and the energization time to the EHC 206 based on the stored data. Also, the traveling energy may be a constant value corresponding to the maximum traveling energy assumed in actual driving, such as when climbing a steep uphill. With these configurations, it is possible to realize an operation with reduced emissions with a simpler configuration than the above-described embodiment.

Various configurations are also possible for the hybrid vehicle to which the present embodiment is applied. In FIG. 1, the engine 150
And the configuration of a hybrid vehicle that transmits the driving force of motor MG2 to driving wheels 116 and 118 via planetary gear 120 has been described.
The connection of MG2 via planetary gear 120 may be various forms shown in FIGS. For example,
In the configuration shown in FIG. 1, the power output to ring gear shaft 126 is
The motor MG1 and the motor MG2 are taken out from between the motor MG1 and the motor MG2 through the line 28, as shown in FIG.
The power may be taken out by extending the ring gear shaft 126. Also, as in the configuration shown as a modification in FIG. 9, the planetary gear 120, the motor MG2, and the motor MG1 may be arranged in this order from the engine 150 side. In this case, the sun gear shaft 125B need not be hollow, and the ring gear shaft 126B needs to be a hollow shaft.
In this configuration, the power output to ring gear shaft 126B can be taken out between engine 150 and motor MG2. Further, although not shown, the motor MG2 and the motor MG1 in FIG. 1 may be replaced with each other.

The above is a modified example using the planetary gear 120. As shown in FIG.
A configuration without using 20 may be adopted. In the configuration shown in FIG. 10, instead of motor MG1 and planetary gear 120 in FIG. 1, both rotor (inner rotor) 234 and stator (outer rotor) 232 are relatively rotatable about the same shaft center and can function as electromagnetic couplings. The clutch motor MG3 is used. Clutch motor MG3
Outer rotor 232 is mechanically coupled to crankshaft 156 of engine 150, and clutch motor MG3
Inner rotor 234 and rotor 13 of motor MG2
2 is connected to the drive shaft 112. The stator 133 of the motor MG2 is fixed to the case 119.

In this configuration, energy is distributed by the clutch motor MG3 instead of the planetary gear 120. The inner rotor 234 and the outer rotor 23 are formed by electric energy input / output to / from the clutch motor MG3.
2 can be controlled, and the power of the engine 150 can be transmitted to the drive shaft 112. Also, the motor MG
Since the two rotors 132 are attached to the drive shaft 112, the motor MG2 can be used as a drive source. Further, power can be generated by motor MG3 using the power of engine 150. That is, the power of the engine 150 can be directly used as the driving force of the vehicle, and the power generated by the motor MG3 can be supplied to the EHC 206 to be used for heating the catalyst. Therefore, the present invention can be applied to a hybrid vehicle having such a configuration.

Further, the hybrid vehicle may have a so-called series type configuration as shown in FIG. In a series hybrid vehicle, the engine 15
The power of 0 is not transmitted to the drive wheels 116 and 118 and is used for the operation of the generator G. The vehicle is driven by moving the motor MG4 by the electric power of the battery 194.
Even with such a configuration, the remaining capacity S of the battery 194
Since the operation of the engine 150 is required when the OC is reduced, there is no difference from the above-described configuration using the planetary gear 120, so that the present invention can be effectively applied.

In the above-described embodiment, an example has been described in which the operation state of the engine 150 is controlled under conditions that can efficiently heat the exhaust gas purification device with a primary focus on suppressing the emitted emissions. The predetermined condition relating to the temperature rise of the exhaust gas purification device is not limited to such a condition, and various other conditions can be considered. For example, even if the heating efficiency of the exhaust gas purification apparatus is low, if there is an operating state in which the emission discharged from the engine 150 is lower than other operating states, such a condition may be satisfied in the initial stage of catalyst heating. It is good also as what drives below.

The embodiments of the present invention and the modifications thereof have been described above. However, the present invention is not limited to these, and various modifications can be made without departing from the gist of the present invention.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle incorporating an operation control device as an embodiment of the present invention.

FIG. 2 is a graph illustrating a relationship between an operating point of an engine 150 and efficiency.

FIG. 3 is a graph illustrating a relationship between the efficiency of an operating point of the engine 150 and a rotation speed Ne of the engine 150 along a constant energy curve.

FIG. 4 is a flowchart illustrating a flow of an internal combustion engine start process.

FIG. 5 is a flowchart illustrating a flow of a catalyst heating process.

FIG. 6 is an explanatory diagram illustrating a state of supply of energy necessary for warming up a catalyst for each operation mode.

FIG. 7 is an explanatory diagram illustrating a state of supply of energy necessary for warming up a catalyst and traveling, based on a state of charge SOC of a battery.

FIG. 8 is a schematic configuration diagram showing another configuration of a hybrid vehicle to which the present invention can be applied.

FIG. 9 is a schematic configuration diagram showing another configuration of a hybrid vehicle to which the present invention can be applied.

FIG. 10 is a schematic configuration diagram showing a configuration of a hybrid vehicle employing a clutch motor MG3.

FIG. 11 is a schematic configuration diagram showing a configuration of a series hybrid vehicle.

[Explanation of symbols]

 111 ... power transmission gear 112 ... drive shaft 114 ... differential gear 116, 118 ... drive wheel 119 ... case 120 ... planetary gear 121 ... sun gear 122 ... ring gear 123 ... planetary pinion gear 124 ... planetary carrier 125, 125B ... sun gear shaft 126, 126B ... ring gear Shaft 127 Planetary carrier shaft 128 Power take-off gear 129 Chain belt 132 Rotor 133 Stator 139 Resolver 142 Rotor 143 Stator 149 Resolver 150 Engine 151 Fuel injection valve 152 Combustion chamber 154 Piston 156 Crankshaft 157 Resolver 158 Igniter 160 Distributor 162 Spark plug 164 Accelerator pedal 164a Accelerator pedal Position sensor 165 ... Brake pedal 165a ... Brake pedal position sensor 170 ... EFIECU 176 ... Rotation speed sensor 178 ... Rotation angle sensor 179 ... Starter switch 182 ... Shift lever 184 ... Shift position sensor 190 ... Control unit 193 ... Transistor inverter 194 ... Battery 199 ... Remaining capacity detector 200 ... Suction port 202 ... Exhaust port 204 ... Catalyst converter 204a ... Catalyst temperature sensor 206 ... EHC 208 ... Sub muffler 210 ... Main muffler 232 ... Outer rotor 234 ... Inner rotor 238 ... Rotating transformer G ... Generator MG1 , MG2, MG4 ... motor MG3 ... clutch motor

Claims (3)

[Claims] An internal combustion engine, an electric motor, a secondary battery that stores electric power for driving the electric motor and is charged and discharged as the vehicle travels, and an exhaust gas provided in an exhaust system of the internal combustion engine at a predetermined temperature or higher. An operation control device for controlling operation of a hybrid vehicle including: an exhaust purification device that performs purification; a remaining capacity detection unit that detects a remaining capacity of the secondary battery; and a power supply from the secondary battery. Heating means for heating the exhaust gas purification device in response to the request, and when there is a request to start the internal combustion engine, the temperature of the internal combustion engine is raised according to the detected remaining capacity of the secondary battery. An internal combustion engine operation control unit that operates under predetermined conditions related to: a heating unit that controls an amount of current supplied from the secondary battery to the heating unit according to a remaining capacity of the secondary battery and an operating condition of the internal combustion engine. Control means; With the operation control device. 2. The operation control device according to claim 1, further comprising: a temperature detection unit that detects a temperature of the exhaust gas purification device; and an operation state detection unit that detects an operation state of the vehicle. When there is a request to start the internal combustion engine, the control means sets the internal combustion engine to the temperature of the exhaust gas purification device in accordance with the detected remaining capacity of the secondary battery, the temperature of the exhaust gas purification device, and the operating state of the vehicle. An operation control device which is means for operating under predetermined conditions related to ascent. 3. The operation control device according to claim 1, wherein the internal combustion engine operation control means includes:
If the exhaust gas purification device cannot be sufficiently heated by the secondary battery prior to starting the internal combustion engine, the temperature of the exhaust gas purification device is increased based on the detected remaining capacity of the secondary battery. An operation control device, which is a means for selecting one of an easy-to-operate operating state and an easy-to-charge secondary battery operating state and operating the internal combustion engine in any of the operating states.