JP2010111212A - Hybrid vehicle and method of controlling the same - Google Patents

Abstract

When an engine stoppage is requested for intermittent operation, the engine is more appropriately shut down according to the supply of exhaust gas to an intake system by an EGR system. When the operation stop is requested, the smoothing coefficient τ is set to a larger value as the EGR valve opening EV is larger (S100), and the required power Pe * of the engine is gradually increased using the set smoothing coefficient τ. The engine and the two motors are controlled so that the required power Pe * is output from the engine when the required power Pe * is equal to or higher than the fuel injection stop power Pstop (S150 to S170, S200 to S230). ) When the required power Pe * is less than the fuel injection stop power Pstop, the engine is stopped by stopping the fuel injection to the engine. The engine and the two motors are controlled so that the engine is stopped (S180 to S230).
[Selection] Figure 3

Description

  The present invention relates to a hybrid vehicle and a control method thereof, and more particularly, to an internal combustion engine including an internal combustion engine, exhaust supply means for supplying exhaust gas from the internal combustion engine to an intake system of the internal combustion engine, and an electric motor capable of outputting traveling power. The present invention relates to a hybrid vehicle capable of traveling with intermittent operation of an engine and a control method thereof.

Conventionally, this type of hybrid vehicle includes an engine, an exhaust gas recirculation device that recirculates a part of the exhaust gas of the engine to the intake system, and a motor that can output driving power, and intermittent operation of the engine. The thing which can drive | work with is proposed (for example, refer patent document 1). In this hybrid vehicle, when it is requested to stop the engine for intermittent operation, the engine is idled and the supply of exhaust gas to the intake system is stopped, and the exhaust gas estimated to remain in the intake pipe When the engine reaches the predetermined amount or less, the operation of the engine is stopped to improve the exhaust property when the engine is started next time.
JP 2008-151064 A

  Generally, in such a hybrid vehicle, the engine is stopped and started relatively frequently, so that when the engine is stopped for intermittent operation, the engine can be stably started next time. It is desirable to control the engine so that it is shut down. Such control is desired to be performed appropriately according to the state of the engine. In particular, in a hybrid vehicle equipped with an exhaust gas recirculation device, the engine according to the supply of exhaust gas to the intake system by the exhaust gas recirculation device. It is desirable to stop the operation more appropriately.

  The hybrid vehicle according to the present invention and the control method therefor are provided in the hybrid vehicle including an exhaust gas supply device that supplies exhaust gas from the internal combustion engine to the intake system when the internal combustion engine is requested to be stopped for intermittent operation. The main purpose is to stop the internal combustion engine more appropriately according to the supply of exhaust gas to the intake system.

  The hybrid vehicle of the present invention and its control method employ the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine; exhaust supply means for supplying exhaust gas from the internal combustion engine to an intake system of the internal combustion engine; and an electric motor capable of outputting power for traveling, and capable of traveling with intermittent operation of the internal combustion engine. A hybrid vehicle,
Required driving force setting means for setting required driving force required for traveling;
Required power setting means for setting required power required for the internal combustion engine based on the set required driving force;
When it is requested to stop the operation of the internal combustion engine due to intermittent operation, when the exhaust gas supply means does not supply exhaust gas to the intake system, the set required power is And controlling the internal combustion engine so that the operation of the internal combustion engine is stopped with the output from the internal combustion engine of the power for stop control calculated by performing the first gradual change process, and the set required driving force When the exhaust gas is supplied, the electric motor is controlled to perform a second slow change process that changes more slowly than the first slow change process with respect to the set required power. The internal combustion engine is controlled so that the operation of the internal combustion engine is stopped with the output from the internal combustion engine of the stop control power that is calculated and applied, and the vehicle is driven by the set required driving force. And stop control means for controlling said electric motor so as to,
It is a summary to provide.

  In the hybrid vehicle of the present invention, when the exhaust gas supply to the intake system is not performed by the exhaust gas supply means when the operation stop of the internal combustion engine is requested due to intermittent operation, a request is made to the internal combustion engine. The internal combustion engine is controlled so that the internal combustion engine is shut down with the output from the internal combustion engine of the stop control power calculated by performing the first gentle change processing on the required power to be requested and also required for traveling. The electric motor is controlled to travel with the required driving force. That is, when it is requested to stop the operation of the internal combustion engine, the output from the internal combustion engine is gradually decreased to stop the operation of the internal combustion engine. As a result, the internal combustion engine can be shut down in a state where the internal combustion engine can be stably started next time. In addition, when exhaust gas supply is performed when the internal combustion engine is requested to be stopped for intermittent operation, a second slow change that changes more slowly than the first slow change process with respect to the required power. The internal combustion engine is controlled so that the operation of the internal combustion engine is stopped with an output from the internal combustion engine of the power for stop control calculated by performing the change process, and the electric motor is controlled to run with the required driving force. In general, if the required power required for the internal combustion engine is the same, the torque output from the internal combustion engine when the exhaust gas is supplied by the exhaust gas supply means is larger than when the exhaust gas is not supplied. And the rotational speed of the internal combustion engine tends to decrease when the internal combustion engine is stopped. For this reason, when the exhaust gas is supplied by the exhaust gas supply means, the stop power is calculated by performing the second gentle change process that changes more slowly than the first slow change process with respect to the required power. By using the power, it is possible to stop the operation of the internal combustion engine while suppressing inconvenience due to the excessive decrease in the rotational speed of the internal combustion engine. As a result, when the operation stop of the internal combustion engine is requested due to the intermittent operation, the internal combustion engine can be more appropriately stopped according to the exhaust gas supply by the exhaust gas supply means. Of course, the vehicle can travel with the required driving force.

  In such a hybrid vehicle of the present invention, the second gradual change process is a process in which the stop control power gradually changes as the supply amount of the exhaust gas to the intake system by the exhaust gas supply means increases. You can also In this way, when the exhaust gas is supplied by the exhaust gas supply means, the operation of the internal combustion engine can be stopped more appropriately according to the amount of exhaust gas supplied to the intake system.

  Further, in the hybrid vehicle of the present invention, the three-wheeled motor is connected to the three axes of the generator capable of inputting / outputting power, the drive shaft coupled to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator. Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the shafts, and power storage means capable of exchanging power with the motor and the generator And the electric motor is connected to the drive shaft. The “three-axis power input / output means” includes a single pinion type or double pinion type planetary gear mechanism, a differential gear, and the like.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine; exhaust supply means for supplying exhaust gas from the internal combustion engine to an intake system of the internal combustion engine; and an electric motor capable of outputting power for traveling, and capable of traveling with intermittent operation of the internal combustion engine. A control method for a hybrid vehicle,
A request required for the internal combustion engine when the exhaust gas supply means does not supply exhaust gas to the intake system when the operation stop of the internal combustion engine is requested due to intermittent operation. The internal combustion engine is controlled so that the internal combustion engine is shut down with the output from the internal combustion engine of the power for stop control calculated by applying the first gentle change process to the power and required for traveling. A second gradual change process in which the electric motor is controlled to travel with a required driving force and when the exhaust gas is supplied, the second gradual change process changes more slowly than the first gradual change process with respect to the required power. The internal combustion engine is controlled so that the operation of the internal combustion engine is stopped with the output from the internal combustion engine of the power for stop control calculated by applying the power and the vehicle is driven by the requested driving force. Controlling said electric motor,
It is characterized by that.

  In this hybrid vehicle control method according to the present invention, when the exhaust gas supply means does not supply exhaust gas to the intake system when the operation stop of the internal combustion engine is requested for intermittent operation, the internal combustion engine is operated. The internal combustion engine is controlled and traveled so that the internal combustion engine is stopped with the output from the internal combustion engine of the stop control power calculated by performing the first gradual change process on the required power required for the engine. The electric motor is controlled to travel with the required driving force required for the vehicle. That is, when it is requested to stop the operation of the internal combustion engine, the output from the internal combustion engine is gradually decreased to stop the operation of the internal combustion engine. As a result, the internal combustion engine can be shut down in a state where the internal combustion engine can be stably started next time. In addition, when exhaust gas supply is performed when the internal combustion engine is requested to be stopped for intermittent operation, a second slow change that changes more slowly than the first slow change process with respect to the required power. The internal combustion engine is controlled so that the operation of the internal combustion engine is stopped with an output from the internal combustion engine of the power for stop control calculated by performing the change process, and the electric motor is controlled to run with the required driving force. As described above, when exhaust gas is supplied by the exhaust gas supply means, the engine speed tends to decrease when the internal combustion engine is shut down compared to when exhaust gas is not supplied. Therefore, the rotational speed of the internal combustion engine is controlled by controlling the required power by using the power for stop control calculated by performing the second slow change process that changes more slowly than the first slow change process. It is possible to stop the operation of the internal combustion engine while suppressing inconvenience due to the excessive decrease of the engine. As a result, when the operation stop of the internal combustion engine is requested due to the intermittent operation, the internal combustion engine can be more appropriately stopped according to the exhaust gas supply by the exhaust gas supply means. Of course, the vehicle can travel with the required driving force.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire vehicle.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhalation and gasoline are injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the combustion chamber through the intake valve 128 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. The exhaust from the engine 22 is discharged to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Both are supplied to the intake side via an EGR (Exhaust Gas Recirculation) system 160. The EGR system 160 includes an EGR pipe 162 that is connected to the rear stage of the purification device 134 and supplies exhaust gas to a surge tank on the intake side, and an EGR valve 164 that is disposed in the EGR pipe 162 and is driven by a stepping motor 163. By adjusting the opening degree of the EGR valve 164, the supply amount of exhaust gas as non-combustion gas is adjusted and supplied to the intake side. In this way, the engine 22 can suck a mixture of air, exhaust, and gasoline into the combustion chamber. Hereinafter, supplying the exhaust of the engine 22 to the intake side is referred to as EGR.

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. A cam position sensor that detects the cooling water temperature from the sensor 142, the in-cylinder pressure from a pressure sensor (not shown) installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve The cam position from 144, the throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the air flow meter signal from the air flow meter 148 attached to the intake pipe, and the temperature sensor also attached to the intake pipe EGR that detects the intake air temperature from 149, the intake pressure Pin from the intake pressure sensor 158 that detects the pressure in the intake pipe, the air-fuel ratio from the air-fuel ratio sensor 135a, the oxygen signal from the oxygen sensor 135b, and the opening degree of the EGR valve 164 The EGR valve opening degree EV from the valve opening degree sensor 165 is input via the input port. Also, the engine ECU 24 integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The output port includes a control signal to the ignition coil 138, a control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128, a drive signal to the stepping motor 163 that adjusts the opening of the EGR valve 164, and the like. It is output via. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the operation stop of the engine 22 is requested for intermittent operation will be described. FIG. 3 is a flowchart showing an example of an engine stop time drive control routine executed by the hybrid electronic control unit 70. In this routine, when traveling in the engine operation mode, the required power Pe * required for the engine 22 is preset in a state where the remaining capacity (SOC) of the battery 50 is equal to or greater than the predetermined remaining capacity and charging is not required. It is executed when the operation stop request power Peref is less than the required value.

  When the engine stop driving control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the EGR valve opening degree EV from the EGR valve opening degree sensor 165 as an initial process and also inputs the input EGR valve opening degree. A smoothing coefficient τ is set based on the EV (step S100), and a process of transmitting an EGR stop signal to the engine ECU 24 is executed so that the EGR supplying the exhaust of the engine 22 to the intake side is stopped (step S110). The engine ECU 24 that has received the EGR stop signal controls the stepping motor 163 so that the EGR valve 164 is fully closed to stop the EGR. Here, when the EGR valve opening degree EV is 0%, it indicates that the EGR valve 164 is fully closed, and a larger value indicates that more exhaust gas is supplied to the intake side of the engine 22. In the embodiment, the smoothing coefficient τ is stored in the ROM 74 as a smoothing coefficient setting map by predetermining the relationship between the smoothing coefficient τ and the EGR valve opening EV, and given the EGR valve opening EV. The corresponding annealing coefficient τ is derived and set from the stored map. FIG. 4 shows an example of the smoothing coefficient setting map. As shown in the figure, the smoothing coefficient τ is set to a larger value toward the value 1 as the EGR valve opening degree EV is larger. The reason will be described later. The EGR is stopped in order to suppress inconveniences such as misfire caused by exhaust remaining in the cylinder when the engine 22 is stopped and the engine 22 is started again.

  Subsequently, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50. A process for inputting data necessary for control is executed (step S120). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 140 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S130). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map.

  Next, the required power Pe * to be output from the engine 22 is set by multiplying the previous required power (previous Pe *) set as the power to be output from the engine 22 by the smoothing coefficient τ (step S140). Since the time when this routine is started is considered now, the previously requested power (previous Pe *) is an engine (not shown) that is executed by the hybrid electronic control unit 70 when the engine 22 is operating under load. The required power Pe * set immediately before this routine is started by the driving control routine during operation is used. Here, in the engine operation drive control routine, the required torque Tr * required for the ring gear shaft 32a as the drive shaft is set and the set required torque Tr * is set in the same manner as in step S130 of this routine. The required power Pe * of the engine 22 is calculated by adding the product obtained by multiplying the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb * required by the battery 50, and the loss Loss. The rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V by a conversion factor k (Nr = k · V), or the rotational speed Nm2 of the motor MG2 is divided by the gear ratio Gr of the reduction gear 35 (Nr = Nm2 / Gr). Thus, when the required power Pe * of the engine 22 is set in step S140, when the process of step S140 is executed after the next time, the required power Pe * set in the previous step S140 is changed to the previous required power (previous Pe *). Will be used as

  Subsequently, the set required power Pe * is compared with the fuel injection stop power Pstop (step S150). Here, the fuel injection stop power Pstop is a value used for determining whether or not to stop the fuel injection to the engine 22, and is a value determined in advance through experiments or the like based on the characteristics of the engine 22 or the like. Can be used. When the required power Pe * is equal to or higher than the fuel injection stop power Pstop, it is determined that the fuel injection to the engine 22 should not be stopped yet, and the engine 22 is operated as an operating point for operating the engine 22 based on the set required power Pe *. A target rotational speed Ne * and a target torque Te * are set and transmitted to the engine ECU 24 (step S160). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and ignition control. Here, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). When the fuel stop power Pstop is set as the required power Pe *, the target rotational speed Ne * is set to a rotational speed that is slightly higher than the resonance rotational speed band (for example, 400 rpm to 550 rpm) of the vehicle.

  Next, the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, the gear ratio ρ of the power distribution and integration mechanism 30 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32), and the gear ratio Gr of the reduction gear 35 Is used to calculate the target rotational speed Nm1 * of the motor MG1 by the following equation (1), the calculated target rotational speed Nm1 *, the input rotational speed Nm1 of the motor MG1, the target torque Te * of the engine 22, and the power distribution and integration mechanism Based on the gear ratio ρ of 30, the torque command Tm1 * of the motor MG1 is calculated and set by the equation (2) (step S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

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

  Then, a torque command Tm1 * of the motor MG1 set to the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 and output from the motor MG2. The temporary torque Tm2tmp, which is a temporary value of the power torque, is calculated by the following equation (3) (step S200), and the current rotational speed Nm1 of the motor MG1 is set to the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 *. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by multiplying by the rotational speed Nm2 of the motor MG2 While calculating by (4) and Formula (5) (step S210), the set temporary torque Tm2tmp is set to the torque limit T 2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S220). Here, Expression (3) can be easily derived from the alignment chart of FIG. 7 described above.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)

  When the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S230), and the rotational speed Ne of the engine 22 is less than the stop rotational speed Nstop. It is determined whether or not there is (step S240). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . Here, the stop rotation speed Nstop is a rotation speed used for determining whether or not the engine 22 is stopped, and a rotation speed near the value 0 can be used. Now, since it is considered that the required power Pe * of the engine 22 is equal to or higher than the fuel injection stop power Pstop and power is output from the engine 22, the rotational speed Ne of the engine 22 is determined to be equal to or higher than the stop rotational speed Nstop, Steps S120 to S170 and S200 to S240 are repeatedly executed. As described above, since the smoothing coefficient τ is set to a value smaller than the value 1, when the process of step S140 is repeatedly executed, the required power Pe * of the engine 22 gradually decreases toward the value 0. . Therefore, step S140 is a gradual change process in which the required power Pe * is gradually decreased toward the value 0. When the operation of the engine 22 is stopped for intermittent operation, the charged state of air sucked into the cylinder, that is, the pressure in the cylinder, the amount of oxygen, and the like are kept constant so that the engine 22 is stably started next time. Since it is desired to stop the engine 22 after being adjusted, in the embodiment, when the engine 22 is requested to stop operating, the fuel injection to the engine 22 is not stopped immediately, but the fuel injection to the engine 22 is stopped. Before stopping the operation, the output from the engine 22 is gradually reduced. In general, when EGR is performed, even if the power output from the engine 22 is the same, the torque output tends to be smaller than when EGR is not performed. If the output from the engine 22 is gradually reduced on the assumption that EGR is not performed, the output from the engine 22 decreases steeply when EGR is actually performed, and the rotational speed Ne of the engine 22 described later is reduced to the motor MG1. There is a possibility that the rotational speed Ne of the engine 22 may reach the resonance rotational speed band of the vehicle before the control to reduce the engine speed is reduced. On the other hand, if the output from the engine 22 is gradually reduced assuming that EGR is being performed, When it is not actually performed, the engine 22 is more negative than necessary even though the engine 22 is requested to stop operating. It will be operated. For these reasons, in the embodiment, the larger the EGR valve opening EV is, the larger the smoothing coefficient τ is set. As a result, the required power Pe * of the engine 22 decreases more slowly when EGR is being performed than when EGR is not being performed, and gradually decreases as more exhaust gas is supplied to the intake side of the engine 22. The output of the engine 22 can be gradually reduced according to EGR.

  Thus, the processes of steps S120 to S170 and S200 to S240 are repeatedly executed, and when the required power Pe * of the engine 22 becomes less than the fuel injection stop power Pstop (step S150), fuel injection and ignition to the engine 22 are stopped. A fuel injection stop signal is transmitted to the engine ECU 24 (step S180), the torque for stopping the engine 22 based on the rotational speed Ne of the engine 22 is set to the torque command Tm1 * of the motor MG1 (step S190), and the battery 50 The torque command Tm2 * of the motor MG2 is set so that the vehicle travels with the required torque Tr * within the input / output limits Win and Wout (steps S200 to S220), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. (Step S230), engine The second rotation speed Ne is compared with the stop rotation speed Nstop (step S240). The engine ECU 24 that has received the fuel injection stop signal stops fuel injection control and ignition control to the engine 22. Here, FIG. 8 shows an example of the relationship between the torque command Tm1 * of the motor MG1 and the rotational speed Ne of the engine 22 when the operation of the engine 22 is stopped. As shown in the figure, the torque command Tm1 * is set so that the rotation speed Ne of the engine 22 quickly passes through the resonance rotation speed band of the vehicle and smoothly reduces the rotation of the engine 22. When the rotational speed Ne of the engine 22 is equal to or higher than the stop rotational speed Nstop, the processes of steps S120 to S150 and S180 to S240 are repeatedly executed. When the rotational speed Ne of the engine 22 reaches less than the stop rotational speed Nstop, the engine 22 Is determined to have been stopped, and the engine stop time drive control routine is terminated. As described above, when the operation stop of the engine 22 is requested, the output from the engine 22 is gradually reduced so that the fuel injection to the engine 22 is performed when the required power Pe * reaches less than the fuel injection stop power Pstop. Since the engine 22 is stopped and the required power Pe * of the engine 22 is set so that the output from the engine 22 is moderately smaller when the EGR is being performed than when the EGR is not being performed. The engine 22 can be shut down by adjusting the filling state of the air sucked into the cylinder of the engine 22 to a constant state so that the engine 22 can be stably started next time. That is, by such control, when the engine 22 is requested to be stopped for intermittent operation, the engine 22 can be stopped more appropriately according to the operation state of the engine 22 such as EGR.

  When the engine stop drive control routine ends, a motor drive drive control routine (not shown) is executed to drive in the motor operation mode, and then the accelerator pedal 83 is greatly depressed to request the engine 22 to be requested. When the power Pe * becomes large or when the remaining capacity (SOC) of the battery 50 becomes small and charging becomes necessary, an engine start drive control routine (not shown) is executed to start the engine 22, and the engine 22 is started. When is started, an engine operation drive control routine (not shown) is executed to run in the engine operation mode.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is requested to be stopped for intermittent operation, the annealing coefficient τ that is set to a larger value as the EGR valve opening degree EV is larger is used. Then, the required power Pe * of the engine 22 is set to be gradually reduced, and when the required power Pe * becomes less than the fuel injection stop power Pstop, the fuel injection and ignition to the engine 22 are stopped and the engine 22 is stopped. Thus, the engine 22 and the motors MG1, MG2 are controlled so that the engine 22 can be stopped more appropriately according to the operating state of the engine 22, such as EGR.

  In the hybrid vehicle 20 of the embodiment, the required power Pe * of the engine 22 is set based on the EGR valve opening degree EV detected by the EGR valve opening degree sensor 165, but is detected by the EGR valve opening degree sensor 165. Instead of the EGR valve opening EV, the required power Pe * of the engine 22 may be set based on an opening command to the stepping motor 163 that adjusts the opening of the EGR valve 164.

  In the hybrid vehicle 20 of the embodiment, when the operation stop of the engine 22 is requested for intermittent operation, the value increases as the EGR valve opening EV increases, that is, as the exhaust gas supplied to the intake side of the engine 22 increases. The smoothing coefficient τ is set so as to increase toward a curve, but when the EGR is being performed, the output from the engine 22 is gradually decreased as compared to when the EGR is not being performed. What is necessary is just to stop the engine 22, for example, as the EGR valve opening degree EV increases, the tendency to increase linearly toward the value 1, or the tendency to increase stepwise with the number of stages of one or more stages. τ may be set. Further, when EGR is performed, a fixed value that is uniformly large may be set for the smoothing coefficient τ as compared to when EGR is not performed, regardless of the EGR valve opening degree EV.

  In the hybrid vehicle 20 of the embodiment, the required power Pe * of the engine 22 is set using the smoothing coefficient τ. However, when the EGR is being performed, the engine 22 is compared to when the EGR is not being performed. The engine 22 may be stopped by gradually reducing the output from the engine 22, and the required power Pe * of the engine 22 is, for example, the previously set request power Pe * each time the required power Pe * is set. It is good also as what sets using the rate process which subtracts predetermined power from power (previous Pe *).

  In the hybrid vehicle 20 of the embodiment, when the EGR is being performed, the output from the engine 22 is gradually decreased as compared to when the EGR is not being performed, and the engine 22 is stopped. Depending on the characteristics of the vehicle, the output from the engine 22 may be sharply reduced when the EGR is being performed, compared to when the EGR is not being performed, and the engine 22 may be stopped. That is, when the engine 22 is requested to be stopped for intermittent operation, if the EGR is not performed, the required power Pe * to be output from the engine 22 is gradually reduced by performing the first gentle change process. When the EGR is being performed, the first slow change process is set so that the required power Pe * is gradually decreased by performing the second slow change process having a different change speed of the required power Pe *. And it is sufficient. Whether the required power Pe * changes gently or sharply when such EGR is performed as compared to when EGR is not performed depends on noise, vibration, etc. given to the occupant. What is necessary is just to predetermine by experiment etc. based on the characteristics of vehicles, such as the engine 22, so that the discomfort of this may be suppressed.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  Although the hybrid vehicle 20 of the embodiment is configured to include the engine 22 including the EGR system 160 and the two motors MG1 and MG2, the engine and the exhaust supply device that supplies the engine exhaust to the engine intake system and the traveling A hybrid vehicle having any configuration may be used as long as it is a hybrid vehicle that includes a motor capable of outputting power for use and can travel with intermittent operation of the engine. Moreover, it does not matter as a form of hybrid vehicles other than cars, such as a train. Furthermore, it is good also as a form of the control method of such a hybrid vehicle.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the EGR system 160 corresponds to the “exhaust supply means”, the motor MG2 corresponds to the “electric motor”, and is requested based on the accelerator opening Acc and the vehicle speed V. The electronic control for hybrid that executes the process of step S130 of the engine stop drive control routine of FIG. 3 for setting the torque Tr * and the process of the drive control routine for engine operation (not shown) for setting the required torque Tr * in the same manner as this process. The unit 70 corresponds to “required driving force setting means”, and is obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb * required by the battery 50, and the loss Loss. In addition, a process of a drive control routine (not shown) for calculating the required power Pe * of the engine 22 is executed. When the hybrid electronic control unit 70 corresponds to “required power setting means” and the engine 22 is requested to be stopped for intermittent operation, the smoothing coefficient τ is increased as the EGR valve opening EV increases. The required power Pe * of the engine 22 is set to be gradually decreased using the set smoothing coefficient τ. When the required power Pe * is equal to or higher than the fuel injection stop power Pstop, the required power Pe * is based on the required power Pe * of the engine 22. Motors MG1, MG2 are set so as to set the target rotational speed Ne * and the target torque Te * of the engine 22 and transmit them to the engine ECU 24, and to drive at the required torque Tr * within the range of the input / output limits Win, Wout of the battery 50. Torque commands Tm1 *, Tm2 * are set and transmitted to the motor ECU 40, and the required power Pe * is When the fuel injection stop power Pstop is less than that, a fuel injection stop signal is transmitted to the engine ECU 24, the torque command Tm1 * of the motor MG1 is set so as to reduce the rotational speed Ne of the engine 22, and the input / output limit Win, A hybrid that performs processing excluding the processing in step S130 of the engine stop driving control routine of FIG. 3 in which the torque command Tm2 * of the motor MG2 is set so as to travel with the required torque Tr * within the range of Wout and is transmitted to the motor ECU 40. Engine ECU 24 for controlling engine 22 based on electronic control unit 70, target rotational speed Ne * and target torque Te *, and stopping fuel injection to engine 22 based on a fuel injection stop signal, and torque command Tm1 *, The motors MG1 and MG2 are controlled based on Tm2 *. And a motor ECU40 which corresponds to the "stop-time control means". The motor MG1 corresponds to a “generator”, the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”, and the battery 50 corresponds to a “power storage unit”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “exhaust supply means” is not limited to the EGR system 160, and any means may be used as long as the exhaust of the internal combustion engine is supplied to the intake system of the internal combustion engine. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can output power for traveling, such as an induction motor. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. The “required power setting means” is limited to a device that sets the required power Pe * as the sum of the required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * and the loss Loss. It does not matter, and any configuration may be used as long as it sets the required power required for the internal combustion engine based on the set required driving force. The “stop-time control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. In addition, as the “stop-time control means”, the smoothing coefficient τ is set to a larger value as the EGR valve opening EV is larger when the operation stop of the engine 22 is requested for intermittent operation. The required power Pe * of the engine 22 is set to be gradually decreased by using the further coefficient τ. When the required power Pe * is equal to or higher than the fuel injection stop power Pstop, the target rotation of the engine 22 is determined based on the required power Pe * of the engine 22. A number Ne * and a target torque Te * are set, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set so that the vehicle travels with the required torque Tr * within the range of the input / output limits Win and Wout of the battery 50. When the engine 22 and the motors MG1, MG2 are controlled and the required power Pe * is less than the fuel injection stop power Pstop. , The fuel injection to the engine 22 is stopped, the torque command Tm1 * of the motor MG1 is set so that the rotational speed Ne of the engine 22 becomes smaller, and the required torque Tr * is within the range of the input / output limits Win and Wout of the battery 50. Is not limited to controlling the motors MG1 and MG2 by setting the torque command Tm2 * of the motor MG2 so that the vehicle is driven by the exhaust gas supply when the operation stop of the internal combustion engine is requested for intermittent operation. When the exhaust is not being supplied to the intake system by the means, the output from the internal combustion engine of the stop control power calculated by applying the first gentle change processing to the set required power Accordingly, the internal combustion engine is controlled so that the operation of the internal combustion engine is stopped, and the electric motor is controlled to travel with the set required driving force, and the exhaust gas supply is controlled. If it is, the output from the internal combustion engine of the stop control power calculated by applying the second slow change process that changes more slowly than the first slow change process to the set required power. Along with this, the internal combustion engine is controlled so that the operation of the internal combustion engine is stopped, and the electric motor is controlled so as to travel with the set required driving force. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator as long as it can input and output power, such as an induction motor. The “three-axis power input / output means” is not limited to the power distribution and integration mechanism 30 described above, but uses a double pinion planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, or a differential gear. Any one of the three shafts connected to the three shafts of the drive shaft connected to the axle, the output shaft of the internal combustion engine, and the rotating shaft of the generator, such as those having an operation action different from that of the planetary gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with a generator or an electric motor such as a capacitor.

  Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 5 is a flowchart showing an example of an engine stop time drive control routine executed by a hybrid electronic control unit 70; It is explanatory drawing which shows an example of the map for an annealing coefficient setting. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of a power distribution and integration mechanism 30 when traveling with power output from an engine 22; It is explanatory drawing which shows an example of the relationship between torque instruction Tm1 * of the motor MG1 and the rotation speed Ne of the engine 22 when the operation of the engine 22 is stopped. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear Shaft, 33 Pinion gear, 34 Carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit ( Battery ECU), 54 power line, 55 booster circuit, 60 gear mechanism, 60a final gear, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control for hybrid Unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 122 air cleaner , 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purification device, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature Sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Airflow meter , 149 temperature sensor, 150 a variable valve timing mechanism, 158 suction pressure sensor, 160 EGR system, 162 EGR pipe, 163 a stepping motor, 164 EGR valve, MG1, MG2 motor.

Claims (4)

An internal combustion engine; exhaust supply means for supplying exhaust gas from the internal combustion engine to an intake system of the internal combustion engine; and an electric motor capable of outputting power for traveling, and capable of traveling with intermittent operation of the internal combustion engine. A hybrid vehicle,
Required driving force setting means for setting required driving force required for traveling;
Required power setting means for setting required power required for the internal combustion engine based on the set required driving force;
When it is requested to stop the operation of the internal combustion engine due to intermittent operation, when the exhaust gas supply means does not supply exhaust gas to the intake system, the set required power is And controlling the internal combustion engine so that the operation of the internal combustion engine is stopped with the output from the internal combustion engine of the power for stop control calculated by performing the first gradual change process, and the set required driving force When the exhaust gas is supplied, the electric motor is controlled to perform a second slow change process that changes more slowly than the first slow change process with respect to the set required power. The internal combustion engine is controlled so that the operation of the internal combustion engine is stopped with the output from the internal combustion engine of the stop control power that is calculated and applied, and the vehicle is driven by the set required driving force. And stop control means for controlling said electric motor so as to,
A hybrid car with The hybrid vehicle according to claim 1,
The second gradual change process is a process in which the stop control power gradually changes as the supply amount of the exhaust gas to the intake system by the exhaust gas supply unit increases.
Hybrid car. A hybrid vehicle according to claim 1 or 2,
A generator capable of inputting and outputting power;
It is connected to three shafts, that is, a drive shaft coupled to an axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator, and the remaining power is determined based on power input / output to / from any two of the three shafts. 3-axis power input / output means for inputting / outputting power to the shaft;
Electric storage means capable of exchanging electric power with the electric motor and the generator;
With
The electric motor is connected to the drive shaft;
Hybrid car. An internal combustion engine; exhaust supply means for supplying exhaust gas from the internal combustion engine to an intake system of the internal combustion engine; and an electric motor capable of outputting power for traveling, and capable of traveling with intermittent operation of the internal combustion engine. A control method for a hybrid vehicle,
A request required for the internal combustion engine when the exhaust gas supply means does not supply exhaust gas to the intake system when the operation stop of the internal combustion engine is requested due to intermittent operation. The internal combustion engine is controlled so that the internal combustion engine is shut down with the output from the internal combustion engine of the power for stop control calculated by applying the first gentle change process to the power and required for traveling. A second gradual change process in which the electric motor is controlled to travel with a required driving force and when the exhaust gas is supplied, the second gradual change process changes more slowly than the first gradual change process with respect to the required power. The internal combustion engine is controlled so that the operation of the internal combustion engine is stopped with the output from the internal combustion engine of the power for stop control calculated by applying the power and the vehicle is driven by the requested driving force. Controlling said electric motor,
A control method for a hybrid vehicle.

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