WO2015198381A1

WO2015198381A1 - Control device for hybrid vehicle

Info

Publication number: WO2015198381A1
Application number: PCT/JP2014/066578
Authority: WO
Inventors: 晋吾伊藤
Original assignee: 日産自動車株式会社
Priority date: 2014-06-23
Filing date: 2014-06-23
Publication date: 2015-12-30
Also published as: JPWO2015198381A1; JP6369542B2

Abstract

The present invention provides a control device for a hybrid vehicle, said control device making it possible to suppress wasteful fuel consumption when carrying out catalyst warm-up and achieve an improvement in fuel efficiency. Provided is a control device for a hybrid vehicle that is equipped with an engine (2) that repeats driving and stopping intermittently and has a catalyst (9), said control device being provided with: a speed prediction unit (42) that predicts travel speed on a planned travel path on the basis of road information acquired by a road information acquisition unit (41); an engine operation prediction unit (43) that predicts an engine operation condition on a planned travel path on the basis of the predicted travel speed; a warm-up prediction unit (44) that predicts the amount of catalyst warm-up required during travel on the basis of the predicted travel speed; and an engine control unit (45) that, when carrying out catalyst warm-up, changes the engine output torque such that the predicted catalyst warm-up amount required during travel is achieved.

Description

Control device for hybrid vehicle

The present invention relates to a control device for a hybrid vehicle including an engine having a catalyst in an exhaust system while intermittently repeating driving and stopping.

Conventionally, in a hybrid vehicle having an engine and a motor, a hybrid that prohibits catalyst warm-up when it is determined that the planned travel route cannot be traveled using only the motor based on the planned travel route information from the navigation system and the remaining battery level information. A vehicle control device is known (see, for example, Patent Document 1).

JP 2010-228618 A

However, in the conventional hybrid vehicle control device, when it is determined that the vehicle is not able to travel on the planned travel route using only the motor, normal catalyst warm-up is performed.
Here, the “normal catalyst warm-up” is to drive the engine until the catalyst temperature reaches a predetermined temperature, or to drive the engine for a predetermined time. That is, since the engine is driven under the preset conditions to warm up the catalyst, useless fuel consumption may occur.

The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a control device for a hybrid vehicle capable of suppressing wasteful fuel consumption and improving fuel efficiency when performing catalyst warm-up. And

In order to achieve the above object, the present invention relates to road information in a hybrid vehicle control device including a plurality of drive sources including an engine having a catalyst that purifies exhaust gas in an exhaust system while driving and stopping intermittently. An acquisition unit, a speed prediction unit, an engine operation prediction unit, a warm-up prediction unit, and an engine control unit are provided.
The road information acquisition unit acquires road information related to a planned travel route of the host vehicle.
The speed prediction unit predicts a travel speed on the planned travel route based on the road information acquired by the road information acquisition unit.
The engine operation prediction unit predicts an operation state of the engine on the planned travel route based on the predicted travel speed predicted by the speed prediction unit.
The warm-up prediction unit predicts a catalyst warm-up amount required during traveling on the planned travel route based on the predicted travel speed predicted by the speed prediction unit.
When the engine is driven to warm up the catalyst, the engine control unit changes the output torque of the engine so that the predicted catalyst warm-up amount is required during traveling on the planned travel route.

Therefore, in the hybrid vehicle control device of the present invention, the operating state of the engine on the planned travel route is predicted based on the predicted travel speed, and thereby the required catalyst warm-up amount is predicted. Then, the engine output torque when the engine is driven and the catalyst is warmed up is changed to the required predicted catalyst warmup amount.
That is, the engine output torque during catalyst warm-up varies according to the predicted catalyst warm-up amount, and wasteful fuel consumption can be suppressed and fuel consumption can be improved.

1 is an overall system diagram illustrating a hybrid vehicle to which a control device according to a first embodiment is applied. FIG. 3 is a mode characteristic diagram showing an example of an engine start / stop line map (EV-HEV selection map) used in the first embodiment. It is explanatory drawing about "the amount of catalyst warm-up required when drive | working a driving planned route" in the control apparatus of Example 1. FIG. It is explanatory drawing about the "initial warm-up energy" in the control apparatus of Example 1. FIG. It is an example of the map which shows the initial warming-up energy with respect to a catalyst temperature target value. It is explanatory drawing about "normal warming-up energy" in the control apparatus of Example 1. FIG. It is an example of the map which shows the normal warming-up energy with respect to a catalyst temperature target value. It is an example of the map which shows the engine output torque with respect to initial warm-up energy or normal warm-up energy. 3 is a flowchart illustrating a flow of engine control processing executed by the hybrid control module according to the first embodiment. It is a time chart which shows each characteristic of the prediction traveling vehicle speed at the time of start-up, prediction operation mode, prediction engine output torque, and catalyst temperature prediction value in the control device of a comparative example. 3 is a time chart showing characteristics of a predicted traveling vehicle speed, a predicted operation mode, a predicted engine output torque, and a predicted catalyst temperature at the time of start in the control device of the first embodiment. It is a time chart which shows each characteristic of traveling vehicle speed, catalyst temperature, and engine output torque which are drive | working a predetermined path | route in the control apparatus of a comparative example. 3 is a time chart showing characteristics of a predicted traveling vehicle speed, a predicted operation mode, a catalyst temperature, and a predicted engine output torque during traveling on a predetermined route in the control device of the first embodiment. It is a time chart which shows each characteristic of the prediction traveling vehicle speed at the time of start, prediction operation mode, prediction engine output torque, and catalyst temperature prediction value in the control device of Example 2. 7 is a time chart showing characteristics of a predicted traveling vehicle speed, a predicted operation mode, a catalyst temperature, and a predicted engine output torque during traveling on a predetermined route in the control device according to the second embodiment. It is a time chart which shows each characteristic of the prediction traveling vehicle speed at the time of start, prediction operation mode, prediction engine output torque, and catalyst temperature prediction value in the control device of Example 3. 10 is a time chart showing characteristics of a predicted traveling vehicle speed, a predicted operation mode, a catalyst temperature, and a predicted engine output torque during traveling on a predetermined route in the control device of the third embodiment.

Hereinafter, the form for implementing the control apparatus of the hybrid vehicle of this invention is demonstrated based on Example 1 shown in drawing.

Example 1
First, the configuration of the hybrid vehicle control device according to the first embodiment will be described by dividing it into “the overall system configuration of the hybrid vehicle”, “the detailed configuration of the control system of the hybrid vehicle control device”, and “the engine control processing configuration”.

[Overall system configuration of hybrid vehicle]
FIG. 1 is an overall system diagram showing a hybrid vehicle to which the control device of the first embodiment is applied. Hereinafter, the overall system configuration of the hybrid vehicle according to the first embodiment will be described with reference to FIG.

The hybrid vehicle 1 according to the first embodiment includes an engine 2, a first clutch 3 (abbreviated as “CL1”), a motor / generator (motor) 4 and a second clutch 5 (abbreviated as “CL2”), And an automatic transmission 6. Here, the output shaft of the automatic transmission 6 is transmitted to the drive wheels 8 via the differential gear 7.

The engine 2 is an in-line four-cylinder internal combustion engine, and intermittently repeats driving and stopping according to a travel mode described later. Further, a catalyst 9 for purifying exhaust gas is interposed in the exhaust passage 2a (exhaust system) of the engine 2.
The catalyst 9 exhibits a necessary purification function when it reaches a predetermined temperature (for example, 300 ° C.). For this reason, it is necessary to perform “initial warm-up” in which the engine 2 is driven immediately after the ignition key is turned on and the engine 2 is stopped when the catalyst temperature reaches the required temperature. Further, when the engine 2 is running with the engine 2 stopped, when the catalyst temperature falls below a preset lower limit temperature Tmin (for example, 250 ° C.), “catalyst warm-up” is performed in which the engine 2 is driven to heat the catalyst 9. There is a need.

The first clutch 3 is a normally open dry multi-plate friction clutch operated between the engine 2 and the motor / generator 4 by hydraulic operation, and the complete clutch / slip engagement / release is controlled by the first clutch hydraulic pressure. Is done.

The motor / generator 4 is a three-phase AC permanent magnet type synchronous motor connected to the engine 2 through the first clutch 3. This motor / generator 4 uses a battery 11 (described later) as a power source, and an inverter 12 that converts a direct current to a three-phase alternating current during power running and a three-phase alternating current to a direct current during regeneration is connected to a stator coil via an AC harness 13. Connected.

The automatic transmission 6 automatically switches a stepped gear ratio such as forward 5th reverse gear 1st or forward 6th reverse gear 1st according to the vehicle speed, accelerator opening degree, etc. (performs shift control).

The second clutch 5 uses a frictional engagement element that exists in the power transmission path of each shift stage among a plurality of frictional engagement elements provided as a transmission element of the automatic transmission 6, and is substantially Further, the automatic transmission 6 is configured inside. Full engagement / slip engagement / release is controlled by the second clutch hydraulic pressure.

The control system of the hybrid vehicle 1 includes a hybrid control module 20 (referred to as “HCM” in FIG. 1 hereinafter) as an integrated control unit that has a function of appropriately managing the energy consumption of the entire vehicle. As a control unit connected to the HCM 20, an engine control module 21 (referred to as “ECM” in FIG. 1 and hereinafter), a battery controller 22 (referred to as “BC” in FIG. 1 and hereinafter), and a motor controller 23 (referred to as FIG. 1). 1 and hereinafter referred to as “MC”), an automatic transmission control unit 24 (FIG. 1 and hereinafter referred to as “ATCU”), and a navigation controller 25 (refer to FIG. 1 and hereinafter referred to as “NAVI / C”). is doing. These control units including the HCM 20 are connected via a CAN communication line 26 (CAN is an abbreviation of “Controller Area Network”) so that bidirectional information can be exchanged.

The HCM 20 includes

control units

21, 22, 23, 24, 25, an ignition switch 31, an engine rotation speed sensor 32 that detects the engine rotation speed, a throttle sensor 33 that detects the throttle opening, and an accelerator pedal depression amount. Information is input from an accelerator opening sensor 34 that detects the opening, a vehicle speed sensor 35 that detects the vehicle speed, a catalyst temperature sensor 36 that detects the temperature of the catalyst 9, an outside air temperature sensor 37 that detects the temperature of the outside air, and the like. And based on these input information, a target engine torque command, a target motor torque command, a 1st clutch control command, a 2nd clutch control command, etc. are output.

The ECM 21 performs fuel injection control, ignition control, fuel cut control, and the like of the engine 2 according to the target engine torque command, engine speed information, throttle opening information, etc. from the HCM 20, and outputs the output torque from the engine 2. Control.

The BC 22 monitors internal state quantities such as the charge capacity of the battery 11 (hereinafter referred to as “battery SOC”) and input / output power and performs protection control of the battery 11. Information on the charge / discharge state of the battery 11 is output from the BC 22 to the HCM 20.

The MC 23 performs power running control and regenerative control of the motor / generator 4 by the inverter 12 according to the target motor torque command from the HCM 20, accelerator opening information, vehicle speed information, etc. Control with power generation torque.

The ATCU 24 controls the engagement / disengagement of the second clutch 5 in preference to the second clutch control in the shift control according to the second clutch control command from the HCM 20. That is, the ATCU 24 performs shift control of the automatic transmission 6 in accordance with a shift control command from the HCM 20. Further, the ATCU 24 controls the engagement and disengagement of the first clutch 3 based on the first clutch control command from the HCM 20.

The NAVI / C25 detects the position of the vehicle using GPS signals from satellites, and also has a navigation system control function that searches and guides a route to a destination based on map data stored on a DVD or the like. Bear. The vehicle position information, destination information, and planned travel route information on the map obtained by NAVI / C25 are supplied to the HCM 20. The NAVI / C 25 is provided with an input device for a passenger to input various information. The occupant can input the destination, the desired travel route, and the personal characteristic information of the driver using the input device.
The “driver's personal characteristic information” is information about the driver's individual such as the driver's age, sex, years of driving experience, and driving mode preference (whether fuel efficiency or driving force is important).

In the hybrid vehicle 1, the first clutch 3, the motor / generator 4, and the second clutch 5 constitute a one-motor / two-clutch drive system. As driving modes by this drive system, “HEV mode” and “EV mode” Is included.

The “HEV mode” is a hybrid vehicle mode in which the first and second clutches 3 and 5 are engaged and the engine 2 and the motor / generator 4 are used as drive sources. That is, in this HEV mode, the engine 2 is driven.

The “EV mode” is an electric vehicle mode in which the first clutch 3 is released, the second clutch 5 is engaged, and only the motor / generator 4 is used as a drive source. That is, in this EV mode, the engine 2 is stopped.

Here, the HEV mode and the EV mode are set using an engine start / stop line map that is set by the accelerator opening at each vehicle speed shown in FIG. However, if the battery SOC is equal to or less than the predetermined value, the “HEV mode” is forcibly set as the target operation mode.

In the hybrid vehicle 1, when starting the engine 2, the first clutch 3 is engaged, and the engine 2 is increased to a predetermined rotational speed by the motor / generator 4, and then fuel injection is started to start the engine 2. Let

[Detailed Configuration of Control System of Hybrid Vehicle Control Device]
As shown in FIG. 1, the HCM 20 includes a road information acquisition unit 41, a speed prediction unit 42, an engine operation prediction unit 43, a warm-up prediction unit 44, and an engine control unit 45.

The road information acquisition unit 41 acquires road information related to the planned travel route of the host vehicle. In other words, map information, own vehicle position information, destination information, planned driving route information and driver's personal characteristics information are acquired from NAVI / C25, and driving from a road traffic information communication system (Vehicle Information and Communication System, abbreviated as VICS). Get traffic information on the planned route. As a result, the planned travel route is recognized.

The speed prediction unit 42 predicts the travel speed on the planned travel route based on the road information acquired by the road information acquisition unit 41 (here, including personal characteristic information of the driver).

The engine operation predicting unit 43 predicts the operating state (driving or stopping) of the engine 2 on the planned travel route based on the predicted traveling speed predicted by the speed predicting unit 42, and calculates the engine output torque when the engine is driven. Predict. Here, it is predicted that the engine 2 is driven (HEV mode) when the predicted traveling speed is equal to or higher than a preset HEV-EV switching speed, and the engine 2 is stopped when the predicted traveling speed is less than the HEV-EV switching speed. Predicted to be (EV mode). The engine output torque is set according to the predicted traveling speed.

The warm-up prediction unit 44 determines a travel schedule route at a timing at which catalyst warm-up is required based on the predicted travel speed predicted by the speed prediction unit 42 and the predicted engine operation predicted by the engine operation prediction unit 43. Predict the amount of catalyst warm-up required when traveling.
Here, the “timing when catalyst warm-up is required” is when the ignition switch 31 is turned on (at the time of initial warm-up) or when the catalyst temperature falls below the lower limit temperature Tmin (at the time of catalyst warm-up).
The “catalyst warm-up amount required when traveling on the planned travel route” includes “initial warm-up energy” and “normal warm-up energy”. “Initial warm-up energy” is the amount of warm-up energy required during initial warm-up, assuming that the catalyst 9 is at the lower limit temperature Tmin when the engine is driven for the first time after the ignition switch 31 is turned on. (Amount).
“Normal warm-up energy” is the warm-up required for warming up the catalyst on the premise that the catalyst 9 is at the lower limit temperature Tmin when the engine is driven for the first time after the catalyst temperature falls below the lower limit temperature Tmin. It is the magnitude (amount) of energy.

Here, the initial warm-up energy or the normal warm-up energy is a predicted value (energy) of the catalyst temperature decrease during the period from the catalyst warm-up until the engine is driven (hereinafter referred to as “engine stop period” in FIG. 3). Set based on.
Here, "prediction value of the catalyst temperature decrease (energy)" is predicted travel speed in the predicted ambient temperature in the engine stop period (time t _{1 ~} t _2), the engine stop period (time t _{1 ~} t ₂₎ And the length of the engine stop period (time from time t ₁ to t ₂ : time from engine stop to engine restart).
The predicted outside air temperature is obtained based on the outside air temperature at the time when the required catalyst warm-up energy is predicted (predicted time). Here, the outside air temperature at the time of prediction is assumed to be the outside temperature during the engine stop period (time t ₁ to t ₂ ).
The predicted travel speed is the average speed of the predicted travel speed during the engine stop period (time t ₁ to t ₂ ).

Then, the to determine the "initial warm-up energy", first, the ignition switch 31 has turned ON at time t ₃ point in FIG. 4, the first engine drive time (time t ₄ point shown in FIG. 4) Request catalyst temperature target value "T1" in the ignition switch oN time necessary for the catalyst temperature target value and the lower limit temperature Tmin (time t ₃ time points).
Here, the heat radiation temperature of the catalyst 9 depends on the travel air volume corresponding to the catalyst 9, but this travel air volume is proportional to the vehicle speed. Also, the outside air temperature becomes a temperature gradient.
That is, the heat release gradient of the catalyst 9 is obtained based on the average vehicle speed and the outside air temperature from when the ignition switch 31 is turned on until the engine is driven for the first time (time t ₃ to t ₄ ), and from this time t ₃ to t ₄ . on the assumption that the catalyst temperature at the engine drive time (time t ₄ time) also continues to between heat dissipation becomes minimum temperature Tmin, obtaining the catalyst temperature target value "T1".
The energy required to set the catalyst temperature to “T1” at the end of the initial warm-up becomes “initial warm-up energy”. Here, the “initial warm-up energy” for the catalyst temperature target value (T1) is uniquely set based on the map shown in FIG. In the initial warm-up, it is assumed that the catalyst temperature at the start of warm-up is zero.

Further, the order to obtain the "normal warm-up energy" First, the catalyst temperature becomes the lower limit temperature Tmin at time t ₅ point in FIG. 6, the first engine-driven time (time t ₆ point shown in FIG. 6 required catalyst temperature target value for the lower limit temperature Tmin in), when the time t ₅ when (catalyst temperature reaches lower limit temperature Tmin) obtaining the catalyst temperature target value "T2" of.
That is, the catalyst temperature becomes minimum temperature Tmin, calculated heat dissipation gradient of the catalyst 9 based on the average vehicle speed and the outside air temperature until the first engine-driven (time t _{5 ~} t _6), the time t _{5 ~} t on the assumption that the catalyst temperature becomes minimum temperature Tmin in the engine driving time be continued during heat radiation ₆ (time t ₆ time), obtaining the catalyst temperature target value "T2".
Then, the energy required to set the catalyst temperature to “T2” at the end of catalyst warm-up becomes “normal warm-up energy”. Here, the “normal warm-up energy” for the catalyst temperature target value (T2) is uniquely set based on the map shown in FIG. When the catalyst is warmed up, it is assumed that the catalyst temperature at the start of warming up is the lower limit temperature Tmin. Compared to the initial warm-up, the required warm-up is required even if the catalyst temperature target value is the same. Energy is reduced.

The engine control unit 45 controls the engine 2 so that the output torque of the engine 2 becomes “initial warm-up energy” when the engine 2 is driven to warm the catalyst during initial warm-up. Further, during catalyst warm-up, when engine 2 is driven and catalyst warm-up is performed, engine 2 is controlled so that the output torque of engine 2 becomes “normal warm-up energy”.

Here, the engine output torque during warm-up with respect to “initial warm-up energy” or “normal warm-up energy” is uniquely set based on the map shown in FIG.
As a result, the engine 2 outputs engine output torque sufficient to cover the necessary warm-up energy when performing initial warm-up or catalyst warm-up.

[Engine control processing configuration]
FIG. 9 is a flowchart illustrating a flow of engine control processing executed by the hybrid control module according to the first embodiment. Hereinafter, each step of FIG. 9 representing the engine control process will be described. This control process is executed when the ignition switch 31 is turned on.

In step S1, the destination information and desired travel route information input to the NAVI / C 25 are read and necessary information such as the vehicle position information is acquired, and the process proceeds to step S2.

In step S2, the planned travel route of the host vehicle is set based on the various information acquired in step S1, and the process proceeds to step S3.

In step S3, following the setting of the planned travel route in step S2, road information (for example, map information, traffic jam information, etc.) regarding the set planned travel route is acquired from the NAVI / C 25, and the process proceeds to step S4.
Here, in addition to the road information, the driver's personal characteristic information is also acquired from the NAVI / C 25.

In step S4, it is determined whether or not the initial warm-up has been completed. If YES (end of initial warm-up), the process proceeds to step S5. If NO (initial warm-up has not ended), the process proceeds to step S11.
Here, the end of the initial warm-up is determined based on whether or not the engine 2 is once driven after the ignition key is turned on and then stopped.

In step S5, following the determination that the initial warm-up in step S4 is complete, it is determined whether or not the catalyst temperature is lower than the lower limit temperature Tmin. If YES (catalyst temperature <lower limit temperature Tmin), the catalyst needs to be warmed up and the process proceeds to step S6. If NO (catalyst temperature ≧ lower limit temperature Tmin), the catalyst warm-up is unnecessary and the process proceeds to step S10.
Here, the catalyst temperature is detected by the catalyst temperature sensor 36.

In step S6, following the determination that catalyst temperature <lower limit temperature Tmin in step S5, the traveling speed on the planned traveling route is predicted based on the information acquired in step S3, and the process proceeds to step S7.

In step S7, following the prediction of the travel speed in step S6, the operating state of the engine 2 on the planned travel route is predicted based on the predicted travel speed, and the process proceeds to step S8.
Here, driving / stopping of the engine 2 is predicted as the engine operating state. This “drive / stop of engine 2” predicts that the engine 2 is driven (HEV mode) when the predicted traveling speed is equal to or higher than the preset HEV-EV switching speed, and the predicted traveling speed is less than the HEV-EV switching speed. It is predicted that the engine 2 is stopped at the time of (EV mode).

In step S8, following the prediction of the engine operating state in step S7, it is assumed that the catalyst 9 is set to the lower limit temperature Tmin when the engine is driven for the first time from the current time (calculation time). The “normal warm-up energy” that is the kinetic energy is predicted, and the process proceeds to step S9.

In step S9, following the prediction of “normal warm-up energy” in step S8, the catalyst 2 is controlled while controlling the engine 2 so that the output torque of the engine 2 becomes the “normal warm-up energy” predicted in step S8. Implement the machine and proceed to step S10.

In step S10, it is determined whether or not the catalyst temperature is equal to or lower than the minimum temperature Tmin in step S5, or whether or not the destination has been reached following the catalyst warm-up in step S9. If YES (target arrival), the process proceeds to the end, and the engine control process is terminated. If NO (no destination arrived), the process returns to step S5.

In step S11, following the determination that the initial warm-up in step S4 has not ended, the travel speed on the planned travel route is predicted based on the information acquired in step S3, and the process proceeds to step S12.

In step S12, following the prediction of the travel speed in step S11, the operating state of the engine 2 on the planned travel route is predicted based on the predicted travel speed, and the process proceeds to step S13.
Here, driving / stopping of the engine 2 is predicted as the engine operating state. This “drive / stop of engine 2” predicts that the engine 2 is driven (HEV mode) when the predicted traveling speed is equal to or higher than the preset HEV-EV switching speed, and the predicted traveling speed is less than the HEV-EV switching speed. It is predicted that the engine 2 is stopped at the time of (EV mode).

In step S13, following the prediction of the engine operating state in step S12, the catalyst warm-up required at the initial warm-up is assumed on the premise that the catalyst 9 is set to the lower limit temperature Tmin when the engine is driven for the first time from the present time (calculation time). The “initial warm-up energy”, which is mechanical energy, is predicted, and the process proceeds to step S14.

In step S14, following the prediction of the “initial warm-up energy” in step S13, the initial warm-up is performed while controlling the engine 2 so that the output torque of the engine 2 becomes the “initial warm-up energy” predicted in step S13. Implement the machine and return to step S4.

Next, the operation of the hybrid vehicle control apparatus according to the first embodiment will be described by dividing it into “initial warm-up control operation” and “catalyst warm-up control operation”.

[Initial warm-up control action]
FIG. 10A is a time chart showing characteristics of a predicted traveling vehicle speed, a predicted operation mode, a predicted engine output torque, and a predicted catalyst temperature at the time of starting in the control device of the comparative example. FIG. 10B is a time chart illustrating characteristics of a predicted traveling vehicle speed, a predicted operation mode, a predicted engine output torque, and a predicted catalyst temperature when starting in the control device according to the first embodiment. Hereinafter, the initial warm-up control operation of the first embodiment will be described with reference to FIGS. 10A and 10B.

In the control device of the comparative example, regardless of the prediction operation mode in the planned travel route, if it is the ignition switch 31 is ON, a predetermined time after the ignition switch ON time (time t ₁₁ the time in FIG. 10A), outputs a predetermined torque The engine 2 is controlled to perform initial warm-up.
Thus, after the initial warm-up completion, the time for the first time the engine driving (time t ₁₂ time), the catalyst temperature is expected to substantially higher than the lower limit temperature Tmin.

Here, since the catalyst 9 is heated by the exhaust heat from the engine 2 when the engine 2 is driven, the catalyst temperature rises while the engine is driven. That is, the catalyst temperature does not fall below the lower limit temperature Tmin during engine driving. Therefore, the catalyst temperature at the start of engine driving may be the lower limit temperature Tmin.

That is, at time t ₁₂ the time, when the catalyst temperature is above the minimum temperature Tmin is the case that extra heating of the catalyst 9 during the initial warm-up, will be doing wasteful fuel consumption .

On the other hand, in the control device for the hybrid vehicle 1 of the first embodiment, when the ignition switch 31 is turned on, the engine control process shown in FIG. 9 is executed. Then, the process proceeds from step S1 to step S2 to step S3 to step S4. If the initial warm-up is not completed, the process proceeds to step S11 and the travel speed on the planned travel route is predicted.
Here, it is assumed that the traveling speed is predicted as shown in FIG. 10B, for example, in a part of the predetermined planned traveling route from the start.

When the travel speed is predicted, the process proceeds to step S12, and the engine operating state on the planned travel path is predicted based on the predicted travel speed.
That is, as shown in FIG. 10B, in the period from time t ₂₁ at time t _22, the predicted travel speed is so lower than the HEV-EV switching line, is expected to EV mode to stop the engine 2. Further, at time t ₂₂ time, estimated travel speed to cross the HEV-EV switching line, is expected to be the HEV mode to drive the engine 2. Further, the estimated travel speed at time t ₂₃ the time is below the HEV-EV switching line, is expected to be the EV mode to stop the engine 2.

If the engine operating state is predicted, the process proceeds to step S13, and the initial warm-up energy is predicted. The "initial warm-up energy", at the time when the ignition switch 31 is ON (time t ₂₁ time) after the time of the first engine-driven (time t ₂₂ time), on the assumption that the catalyst temperature becomes minimum temperature Tmin This is the energy required to bring the catalyst temperature to “T1” at the end of the initial warm-up.

When the initial warm-up energy is predicted, the process proceeds to step S14, and the engine 2 is driven and the initial torque is controlled while changing the output torque of the engine 2 so that the engine output torque becomes “initial warm-up energy”. Implement warm-up.
Thereby, the engine output torque at the time of initial warm-up can be suppressed more than in the case of the comparative example (see FIG. 10A), and wasteful fuel consumption can be suppressed.

Also, by suppressing the engine output torque at the initial warm-up, the generation of engine noise can be suppressed and the noise at the start can be reduced.

[Catalyst warm-up control action]
FIG. 11A is a time chart showing characteristics of traveling vehicle speed, catalyst temperature, and engine output torque during traveling on a predetermined route in the control device of the comparative example. FIG. 11B is a time chart illustrating characteristics of a predicted traveling vehicle speed, a predicted operation mode, a catalyst temperature, and a predicted engine output torque during traveling on a predetermined route in the control device according to the first embodiment. Hereinafter, based on FIG. 11A and FIG. 11B, the catalyst warm-up control action of Example 1 will be described.

In the control device of the comparative example, when (indicated by a solid line in FIG. 11A) is below the lower limit temperature Tmin catalyst temperature during running, given from the time the catalyst temperature drops below the minimum temperature Tmin (time t ₃₁ the time in FIG. 11A) During this time, the catalyst 2 is warmed up while controlling the engine 2 so as to output a predetermined torque.
Thus, after the catalyst warm-up is expected for the first time in the time of engine drive (time t ₃₂ time), as shown by the two-dot chain line in FIG. 11A, the catalyst temperature is substantially higher than the lower limit temperature Tmin.

As described above, even when the catalyst is warmed up while running, performing the catalyst warm-up with a predetermined engine output torque may result in wasted fuel consumption, leading to deterioration in fuel consumption.

On the other hand, in the control device for the hybrid vehicle 1 of the first embodiment, when the ignition switch 31 is turned on, the engine control process shown in FIG. 9 is executed. Then, the process proceeds to step S1 → step S2 → step S3 → step S4, if the initial warm-up has been completed, the process proceeds to step S5, if falls below the minimum temperature Tmin catalyst temperature at time t ₄₁ the time in FIG. 11B, Proceeding to step S6, the traveling speed on the planned traveling route is predicted.
Here, it is assumed that the traveling speed is predicted in a part on the predetermined planned traveling route, for example, as shown in FIG. 11B. In this FIG. 11B, each value of the time t ₄₁ previously are measured values.

When the travel speed is predicted, the process proceeds to step S7, and the engine operating state on the planned travel route is predicted based on the predicted travel speed.
That is, as shown in FIG. 11B, in the period from time t ₄₁ at time t _42, the estimated travel speed is so lower than the HEV-EV switching line, is expected to EV mode to stop the engine 2. Further, at time t ₄₂ time, estimated travel speed to cross the HEV-EV switching line, is expected to be the HEV mode to drive the engine 2. Further, the estimated travel speed at time t ₄₃ the time is below the HEV-EV switching line, is expected to be the EV mode to stop the engine 2.

If the engine operating state is predicted, the process proceeds to step S8, and normal warm-up energy is predicted. The "normal warm-up energy", at the time when the catalyst temperature drops below the minimum temperature Tmin (time t ₄₁ time) after the time of the first engine-driven (time t ₄₂ time), that the catalyst temperature becomes minimum temperature Tmin As a premise, this is the energy required to bring the catalyst temperature to “T2” at the end of catalyst warm-up.

When the normal warm-up energy is predicted, the process proceeds to step S9, and the engine 2 is driven to change the catalyst while controlling the output torque of the engine 2 so that the engine output torque becomes “normal warm-up energy”. Implement warm-up.
Thereby, the engine output torque at the time of catalyst warm-up can be suppressed more than in the comparative example (see FIG. 11A), and wasteful fuel consumption can be suppressed.

In the following the time when the catalyst temperature drops below the minimum temperature Tmin (time t ₄₁ time), if the HEV mode to drive the engine 2 until the destination is not generated, that is, cut - travels to the destination in the EV mode In some cases, the warm-up energy is usually zero.
For this reason, the catalyst temperature remains below the lower limit temperature Tmin, but the catalyst is not warmed up. Thereby, implementation of useless catalyst warm-up can be prevented and fuel consumption can be improved.

In the first embodiment, when predicting the driving speed as a reference for predicting the operating state of the engine 2 and the catalyst temperature on the planned travel route, in addition to road information (for example, map information, traffic jam information, etc.) Predict using the driver's personal characteristic information.
Therefore, the prediction accuracy of the traveling speed can be improved, appropriate control can be performed, and fuel consumption can be further improved.

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

(1) In the control device for the hybrid vehicle 1 including a plurality of drive sources including the engine 2 having the catalyst 9 for purifying exhaust gas in the exhaust system while intermittently driving and stopping.
A road information acquisition unit 41 that acquires road information related to a planned travel route of the host vehicle;
Based on the road information (for example, map information, traffic jam information, etc.) acquired by the road information acquisition unit 41, a speed prediction unit 42 that predicts the travel speed on the planned travel route;
An engine operation prediction unit 43 that predicts an operation state of the engine 2 on the planned travel route based on the predicted travel speed predicted by the speed prediction unit 42;
A warm-up prediction unit 44 for predicting a catalyst warm-up amount required during traveling on the planned travel route based on the predicted travel speed predicted by the speed prediction unit 42;
When the engine 2 is driven and the catalyst is warmed up, the output torque of the engine 2 is adjusted so that the predicted catalyst warm-up amount required during the travel on the planned travel route predicted by the warm-up prediction unit 44 is obtained. The engine control unit 45 to be changed is provided.
Thereby, when performing catalyst warm-up, wasteful fuel consumption can be suppressed and fuel consumption can be improved.
(2) The engine control unit 45 is configured to warm up the catalyst by driving the engine 2 when the catalyst temperature falls below a preset lower limit temperature Tmin.
In addition to the effect of (1) above, in addition to catalyst warm-up (initial warm-up) during cold start, wasteful fuel consumption is also suppressed during re-warm-up (catalyst warm-up) when the catalyst temperature drops. In addition, fuel consumption can be improved.
(3) The road information acquisition unit 41 acquires driver's personal characteristic information in addition to the road information (for example, map information, traffic jam information, etc.),
The speed prediction unit 42 is configured to predict a travel speed on the planned travel route based on road information and personal characteristic information acquired by the road information acquisition unit 41.
As a result, in addition to the effect of (1) or (2), the prediction accuracy of the traveling speed can be improved, and appropriate control can be performed, and the fuel efficiency can be further improved.

(Example 2)
The second embodiment is an example in which initial warm-up and catalyst warm-up are performed immediately before the engine is driven during traveling.

FIG. 12A is a time chart showing characteristics of a predicted traveling vehicle speed, a predicted operation mode, a predicted engine output torque, and a predicted catalyst temperature when starting in the control device of the second embodiment. FIG. 12B is a time chart illustrating characteristics of a predicted traveling vehicle speed, a predicted operation mode, a catalyst temperature, and a predicted engine output torque during traveling on a predetermined route in the control device according to the second embodiment. Hereinafter, the hybrid vehicle control apparatus according to the second embodiment will be described with reference to FIGS. 12A and 12B.

In the control unit the hybrid vehicle 1 of the embodiment 2, at the time the time t ₅₁ shown in FIG. 12A, When the ignition switch 31 is turned ON, first, set the planned travel route, the road information about the planned driving route (e.g., Map information, traffic jam information, etc.) and driver's personal characteristics information. Based on these pieces of acquired information, the traveling speed is predicted as shown in FIG. 12A. Subsequently, based on the predicted traveling speed, the operation state of the engine 2, that is, the operation mode is predicted.

Then, when predicting the operating state of the engine 2, first, at the time when the ignition switch 31 is turned ON first engine driving time of (time t ₅₁ time) or later (time t ₅₂ time), the catalyst temperature is the minimum temperature Tmin Based on the assumption that it will be exceeded, the “initial warm-up energy” required at the initial warm-up is predicted.

When the “initial warm-up energy” is predicted, the initial warm-up is performed while changing and controlling the output torque of the engine 2 so that the engine output torque at the initial warm-up becomes this “initial warm-up energy”. .

At this time, in Example 2, carrying out the initial warm-up, just prior to the time the ignition switch 31 is turned ON first engine driving time of (time t ₅₁ time) or later (time t ₅₂ time).
That is, as shown in FIG. 12A, the engine is driven by entering the HEV mode following the initial warm-up. For this reason, the heat loss of the catalyst 9 generated by the catalyst cooling by the traveling wind after the initial warm-up can be minimized.
Thereby, for example, the “initial warm-up energy” can be reduced as compared with the first embodiment in which the warm-up is performed immediately after the ignition switch 31 is turned on. Thereby, the engine output torque at the time of initial warm-up can be suppressed as compared with the first embodiment, and the fuel consumption can be further improved.

Further, by carrying out the initial warm-up just before the first engine driving time after the ignition switch ON (time t ₅₂ time), as shown in FIG. 12A, the initial warm-up starting from the time the time t _alpha, time engine driving period in which the operation mode is set is switched from the t ₅₂ time is continuous. As a result, the number of engine starts can be reduced, engine operating efficiency can be improved, and fuel consumption can be further improved.

Further, in the second embodiment, as shown in FIG. 12B, at time t ₆₁ when the catalyst temperature during running even below the minimum temperature Tmin, not immediately performed catalyst warm-up. Then, carrying out the catalyst warm-up just before the time when the catalyst temperature drops below the minimum temperature Tmin first engine driving time of (time t ₆₁ time) or later (time t ₆₂ time).

This makes it possible to minimize the heat loss of the catalyst 9 that occurs when the catalyst is cooled by the running air after the catalyst is warmed up. For this reason, for example, the “normal warm-up energy” can be reduced as compared with Example 1 in which the catalyst warm-up is performed at a timing when the catalyst temperature falls below the lower limit temperature Tmin. Thereby, the engine output torque at the time of catalyst warm-up can be suppressed as compared with the first embodiment, and the fuel consumption can be further improved.

Also, the catalyst warm-up during traveling and the engine drive period set by switching the operation mode can be continued, so that the number of engine starts can be reduced. As a result, engine operating efficiency can be improved and fuel consumption can be further improved.

That is, the hybrid vehicle control device according to the second embodiment can achieve the following effects.

(4) The engine control unit 45 is configured to perform the catalyst warm-up immediately before the engine 2 is driven while traveling on the planned travel route.
Thereby, in addition to the effect of any one of (1) to (3) above, the heat loss of the catalyst 9 after the catalyst warm-up can be suppressed, and the catalyst warm-up amount required during traveling on the planned travel route can be reduced. (Initial warm-up energy, catalyst warm-up energy) can be suppressed, and fuel consumption can be further improved.

Example 3
The third embodiment is an example in which the engine operating point when performing the initial warm-up and the catalyst warm-up is realized with the minimum fuel consumption.

FIG. 13A is a time chart showing characteristics of a predicted traveling vehicle speed, a predicted operation mode, a predicted engine output torque, and a predicted catalyst temperature when starting in the control device of the third embodiment. FIG. 13B is a time chart illustrating characteristics of a predicted traveling vehicle speed, a predicted operation mode, a catalyst temperature, and a predicted engine output torque during traveling on a predetermined route in the control device according to the third embodiment. Hereinafter, based on FIG. 13A and FIG. 13B, the control apparatus of the hybrid vehicle of Example 3 is demonstrated.

In the control apparatus for a hybrid vehicle 1 of Example 3, at time t ₇₁ point shown in FIG. 13A, When the ignition switch 31 is turned ON, first, set the planned travel route, the road information about the planned driving route (e.g., Map information, traffic jam information, etc.) and driver's personal characteristics information. Then, based on the acquired information, the traveling speed is predicted as shown in FIG. 13A. Subsequently, based on the predicted traveling speed, the operation state of the engine 2, that is, the operation mode is predicted.

Then, when predicting the operating state of the engine 2, first, at the time when the ignition switch 31 is turned ON first engine driving time of (time t ₇₁ time) or later (time t ₇₂ time), the catalyst temperature is the minimum temperature Tmin Based on the assumption that it will be exceeded, the “initial warm-up energy” required at the initial warm-up is predicted.

At this time, in the third embodiment, the initial warm-up, as well as carried out just before the time when the ignition switch 31 is turned ON first engine driving time of (time t ₅₁ time) or later (time t ₅₂ time), this The operating point of the engine 2 during the initial warm-up is controlled so as to become the minimum fuel consumption rate.

That is, when the initial warm-up or catalyst warm-up is normally performed, the warm-up priority operation is aimed at raising the catalyst temperature in a short time, and the operation efficiency of the engine 2 is deteriorated. That is, more fuel is consumed than in normal operation.
On the other hand, in the third embodiment, priority is given to the operating efficiency of the engine 2 even during initial warm-up, and control is performed so that the engine operating point changes along the minimum fuel consumption rate. Thereby, the fuel consumption accompanying initial warm-up can be further suppressed, and the fuel consumption can be improved.

Further, in the third embodiment, as shown in FIG. 13B, the time at t ₈₁ the time, when the catalyst temperature drops below the minimum temperature Tmin during traveling, when the catalyst temperature drops below the minimum temperature Tmin (time t ₈₁ point) with carrying out the catalyst warm-up immediately before the first engine driving time after (time t ₈₂ time), to control the operating point of the engine 2 at this time so as to minimize the fuel consumption rate.

Thus, even when the catalyst temperature is lower than the lower limit temperature Tmin and the vehicle is re-warmed during traveling, fuel consumption accompanying catalyst warm-up can be further suppressed, and fuel efficiency can be further improved.

That is, the hybrid vehicle control device according to the third embodiment can achieve the following effects.

(5) The engine control unit 45 is configured to control the operating point of the engine 2 when performing the catalyst warm-up so that the fuel consumption rate becomes the minimum.
As a result, in addition to the effects (1) to (4) above, it is possible to further suppress fuel consumption when performing catalyst warm-up and initial warm-up, and further improve fuel efficiency.

Although the hybrid vehicle control device of the present invention has been described based on the first to third embodiments, the specific configuration is not limited to these embodiments, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention.

In the third embodiment, the initial warm-up is performed immediately before the first engine drive after the ignition switch 31 is turned on, and the engine operating point at that time is controlled to be the minimum fuel consumption rate. Indicated. However, the present invention is not limited to this. For example, the initial warm-up is performed immediately after the ignition switch 31 is turned ON as in the first embodiment, and the engine operating point at this time is controlled to be the minimum fuel consumption rate. Good.
Further, even when the catalyst is warmed up at the timing when the catalyst temperature falls below the lower limit temperature Tmin during traveling, control may be performed so that the operating point of the engine 2 becomes the minimum fuel consumption rate.

Further, in the first embodiment, an example is shown in which the hybrid vehicle control device of the present invention is applied to a parallel hybrid vehicle in which plug-in charging is impossible. However, the control device of the present invention is also applied to a parallel type plug-in hybrid vehicle provided with a power generation motor and a drive motor, and a parallel type plug-in hybrid vehicle provided with a motor / generator for both power generation / drive. be able to.
In the first embodiment, a hybrid vehicle including two types of engines and motors as drive sources has been described. However, the present invention is not limited thereto, and the hybrid vehicle includes a plurality of drive sources including an engine having a catalyst for purifying exhaust gas. If applicable.

Claims

In a control device for a hybrid vehicle including a plurality of drive sources including an engine having a catalyst that purifies exhaust gas in an exhaust system while intermittently repeating driving and stopping,
A road information acquisition unit for acquiring road information related to a planned travel route of the vehicle;
Based on the road information acquired by the road information acquisition unit, a speed prediction unit that predicts a travel speed on the planned travel route;
An engine operation prediction unit that predicts an operation state of the engine on the planned travel route based on the predicted travel speed predicted by the speed prediction unit;
A warm-up predicting unit that predicts a catalyst warm-up amount required during traveling on the planned travel route based on the predicted traveling speed predicted by the speed predicting unit;
When the engine is driven to warm up the catalyst, the engine that changes the output torque of the engine so that the predicted catalyst warm-up amount required during traveling on the planned travel route predicted by the warm-up prediction unit is achieved. A control unit;
A control apparatus for a hybrid vehicle, comprising:
In the hybrid vehicle control device according to claim 1,
The engine control unit performs the catalyst warm-up immediately before driving the engine during traveling on the planned travel route.
In the hybrid vehicle control device according to claim 1 or 2,
The engine control unit controls the operating point of the engine when performing the catalyst warm-up so that the fuel consumption rate becomes a minimum.
In the control apparatus of the hybrid vehicle as described in any one of Claims 1-3,
The engine control unit drives the engine to warm up the catalyst when the catalyst temperature falls below a preset lower limit temperature.
In the control apparatus of the hybrid vehicle as described in any one of Claims 1-4,
The road information acquisition unit acquires personal characteristic information of the driver in addition to the road information,
The speed prediction unit predicts a travel speed on the planned travel route based on the road information and the personal characteristic information acquired by the road information acquisition unit.