JP2014159255A - Control device for hybrid vehicle - Google Patents

Abstract

An object of the present invention is to provide a control device for a hybrid vehicle that improves the fuel efficiency by increasing the thermal efficiency of an engine during catalyst warm-up in a one-motor hybrid vehicle.
During catalyst warm-up control, a required driving force control unit 84 changes the output of an electric motor MG and shifts an automatic transmission 18 so as to satisfy a change in a driver's required driving force. Therefore, the catalyst warm-up control can be appropriately performed while the torque of the engine 12 is kept substantially constant during traveling. Further, during the catalyst warm-up control, the engine output Pe is increased so as not to exceed the exhaust purification capacity of the catalyst device 58 to warm up the catalyst device 58, so that the thermal efficiency of the engine 12 has a low engine output Pe. Higher than As a result, in the one-motor hybrid vehicle, the thermal efficiency of the engine 12 when the catalyst is warmed up can be increased to improve fuel efficiency.
[Selection] Figure 3

Description

  The present invention relates to a control apparatus for a hybrid vehicle including a clutch in a power transmission path between an engine and an electric motor, and a transmission in a power transmission path between the electric motor and a drive wheel, and more particularly, provided in the engine. The present invention relates to a technology for warming up a catalyst device.

  In a hybrid vehicle, for example, in order to warm up a catalyst device provided in an engine, the engine is operated so as not to exceed the exhaust gas purification capacity of the catalyst device, and the vehicle satisfies a change in driving force requested by a driver. In some cases, the catalyst warm-up control is performed to control the first electric motor and the second electric motor. For example, this is a so-called two-motor type hybrid vehicle as shown in Patent Document 1.

  In the two-motor hybrid vehicle as described above, when the catalyst temperature of the catalyst device is higher than the catalyst temperature at which a part of the catalyst device is activated during the catalyst warm-up control, the exhaust purification of the catalyst device is performed. Since the output of the engine is increased so as not to exceed the capacity and the catalyst device is warmed up, the thermal efficiency of the engine at the time of catalyst warm-up is increased and fuel efficiency is improved.

JP 2012-040915 A

  By the way, Patent Document 1 discloses an engine, an electric motor, a clutch provided in a power transmission path between the engine and the electric motor, and a transmission provided in a power transmission path between the motor and a drive wheel. A so-called one-motor type hybrid vehicle including the above is described as a modified example. However, Patent Document 1 does not specifically describe a method for controlling the electric motor when the required driving force is changing during traveling in the one-motor hybrid vehicle. That is, since the power train structure is different between the one-motor hybrid vehicle and the two-motor hybrid vehicle, the first motor and the second motor in the two-motor hybrid vehicle having the first motor and the second motor are the same. The control cannot be applied to the one-motor hybrid vehicle. For this reason, in the said 1 motor type hybrid vehicle, the thermal efficiency of the engine at the time of catalyst warm-up cannot be made high, and a fuel consumption cannot be improved like the 2 motor type hybrid vehicle which has the 1st electric motor and the 2nd electric motor mentioned above. There was a problem.

  The present invention has been made against the background of the above circumstances. The object of the present invention is to provide an engine, an electric motor, a clutch provided in a power transmission path between the engine and the electric motor, and the electric motor. 1-motor type hybrid vehicle comprising a transmission provided in a power transmission path between a motor and a drive wheel, wherein the thermal efficiency of the engine during catalyst warm-up is increased to improve fuel efficiency. Is to provide.

  In order to achieve such an object, the gist of the present invention is that (a) an engine provided with a catalyst device for purifying exhaust, an electric motor, and a power transmission path between the engine and the electric motor are provided. And a transmission provided in a power transmission path between the electric motor and the drive wheel, and when the temperature of the catalyst device is equal to or lower than a predetermined catalyst temperature, A control device for a hybrid vehicle that performs catalyst warm-up control to warm up the catalyst device by increasing the output of the engine so as not to exceed the exhaust purification capacity, and (b) during the catalyst warm-up control, At least one of changing the output of the electric motor or changing the speed of the transmission is performed so as to satisfy the change in required driving force.

  According to the hybrid vehicle control apparatus configured as described above, during the catalyst warm-up control, at least the output of the electric motor is changed or the transmission of the transmission is changed so as to satisfy the change in the required driving force. Since either one of the speed changes is performed, the catalyst warm-up control can be appropriately performed while the engine torque is kept constant during traveling. Further, during the catalyst warm-up control, the engine output is increased so as not to exceed the exhaust gas purification capacity of the catalyst device to warm up the catalyst device. Higher than lower. As a result, in the hybrid vehicle, the thermal efficiency of the engine when the catalyst is warmed up can be increased to improve fuel efficiency.

  Here, preferably, during the catalyst warm-up control, when the rotational speed of the rear stage of the clutch changes with respect to the rotational speed of the engine, at least so that the rotational speed of the engine does not change, Either the slip of the clutch or the shift of the transmission is controlled. For this reason, it is possible to appropriately perform the catalyst warm-up control while maintaining the torque of the engine and the rotational speed of the engine during traveling.

  Preferably, (a) a torque converter with a lock-up clutch is provided, and (b) when the catalyst warm-up control is performed while the vehicle is stopped, the lock-up clutch is released. For this reason, when the vehicle is stopped, the power transmission between the engine and the axle of the drive wheel is substantially cut off by releasing the lock-up clutch, so that the catalyst warm-up control is appropriately performed when the vehicle is stopped. Can be done.

It is a figure which shows notionally the structure of the drive system which concerns on the hybrid vehicle to which this invention is applied suitably. It is a schematic block diagram for demonstrating the structure of the engine in the hybrid vehicle of FIG. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus in the hybrid vehicle of FIG. 1 was equipped. FIG. 4 is a diagram illustrating an example of a relationship between an engine output and a catalyst temperature set during catalyst warm-up control in a catalyst warm-up control unit in the electronic control device of FIG. 3. 4 is a flowchart for explaining an example of a control operation from the start to the end of catalyst warm-up control in the electronic control device of FIG. 3.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram conceptually showing the configuration of a drive system and a control system according to a hybrid vehicle drive device 10 (hereinafter simply referred to as drive device 10) to which the present invention is preferably applied. As shown in FIG. 1, the drive device 10 includes an engine 12 and an electric motor MG that function as a drive source, and a driving force generated by the engine 12 and the electric motor MG is transmitted to a torque converter 16, an automatic transmission ( A transmission 18, a differential gear device 20, and a pair of left and right axles 22 are respectively transmitted to a pair of left and right drive wheels 24. Electric motor MG, torque converter 16 and automatic transmission 18 are all housed in transmission case 36 (hereinafter referred to as case 36).

  The engine 12 is, for example, an internal combustion engine such as a direct injection gasoline engine in which fuel is directly injected into a combustion chamber. In order to control the drive (output torque) of the engine 12, a throttle actuator 28 (see FIG. 2) that controls opening and closing of the electronic throttle valve 26, a fuel injection device 30 (see FIG. 2) that performs fuel injection control, and ignition timing control An output control device 14 including an ignition device 32 (see FIG. 2) for performing the above is provided. The output control device 14 controls the opening and closing of the electronic throttle valve 26 by the throttle actuator 28 for throttle control in accordance with a command supplied from an electronic control device (control device) 60 described later, and fuel injection for fuel injection control. The fuel injection by the device 30 is controlled, and the output control of the engine 12 is executed by controlling the ignition timing by the ignition device 32 for controlling the ignition timing.

  Between the pump impeller 16p and the turbine impeller 16t of the torque converter 16, there is provided a lockup clutch LU that is directly connected so that the pump impeller 16p and the turbine impeller 16t are rotated together. The lock-up clutch LU is controlled so that its engagement state is engaged (completely engaged), slip-engaged, or released (completely released) according to the hydraulic pressure supplied from the hydraulic control circuit 34. It has become.

  The automatic transmission 18 provided in the power transmission path between the electric motor MG and the drive wheel 24 includes a plurality of hydraulic friction engagement devices, and is predetermined according to a combination of engagement and release of these engagement devices. This is a planetary gear type transmission mechanism that selectively establishes a plurality of shift speeds (for example, a 6th speed shift speed).

  The electric motor MG includes a rotor 38 that is rotatably supported around a shaft center by a case 36, and a stator 40 that is integrally fixed to the case 36 on the outer peripheral side of the rotor 38, and generates a driving force. The motor generator has a function as a motor (generator) and a generator (generator) that generates a reaction force. This electric motor MG is connected to a power storage device 44 such as a battery or a capacitor via an inverter 42, and a driving current supplied to the coil via the inverter 42 is adjusted by an electronic control device 60 described later. The drive of the electric motor MG is controlled. In other words, the output torque of the electric motor MG can be increased or decreased by control via the inverter 42.

  The power transmission path between the engine 12 and the electric motor MG is provided with a clutch K0 that controls power transmission in the power transmission path according to the engaged state. That is, the crankshaft 48 that is an output member of the engine 12 is selectively connected to the rotor 38 of the electric motor MG via the clutch K0. The clutch K0 is, for example, a multi-plate hydraulic friction engagement device that is controlled to be engaged by a hydraulic actuator, and its engagement state is engaged (completely engaged) according to the hydraulic pressure supplied from the hydraulic control circuit 34. ), Slip engagement, or release (complete release).

  As shown in FIG. 2, the engine 12 includes a combustion chamber 52 provided between the cylinder head and the piston 50, an intake pipe 54 connected to the intake port of the combustion chamber 52, and an exhaust port of the combustion chamber 52. And an exhaust pipe 56 connected to the. In the engine 12, fuel is directly supplied from the fuel injection device 30 to the intake air sucked into the combustion chamber 52 from the intake pipe 54 to form an air-fuel mixture, and the air-fuel mixture is ignited by the ignition device 32 in the combustion chamber 52. And burn. Thus, the engine 12 is driven, and the air-fuel mixture after combustion is sent out into the exhaust pipe 56 as exhaust.

  Further, as shown in FIG. 2, a catalyst device 58 for purifying the exhaust of the engine 12 is provided in the exhaust system of the engine 12, specifically, in the exhaust pipe 56 of the engine 12. The catalyst device 58 is a catalytic converter composed of, for example, a well-known three-way catalyst or the like, and includes carbon monoxide (CO), hydrocarbon (HC), nitrogen oxide (NOx) contained in the exhaust of the engine 12. Remove or delete harmful substances such as from the exhaust. Further, the catalyst device 58 exhibits a good exhaust purification function by being higher than a predetermined temperature determined from its characteristics, for example, 400 ° C. For this reason, the exhaust gas after combustion of the catalyst device 58 having a catalyst temperature equal to or lower than the predetermined temperature is warmed up when the engine 12 is driven and the exhaust gas is allowed to pass therethrough. Can be raised to a temperature that demonstrates

  The drive device 10 includes a control system as illustrated in FIG. The electronic control device 60 shown in FIG. 1 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM in advance in the ROM. By performing signal processing according to the stored program, the engine 12 drive control, motor MG drive control, automatic transmission 18 shift control, clutch K0 engagement force control, lockup clutch LU engagement control, etc. Perform various controls. In the present embodiment, the electronic control device 60 corresponds to the control device of the hybrid vehicle (drive device 10).

As shown in FIG. 1, the electronic control device 60 is supplied with various input signals detected by each sensor provided in the driving device 10. For example, a signal indicating the accelerator opening degree Acc (%) detected by the accelerator opening sensor 64 corresponding to the depression amount of the accelerator pedal 62 (see FIG. 2), the rotation of the engine 12 detected by the engine speed sensor 66 signal representative of the speed N _{E (rpm),} a signal representative of the rotational speed N _{T (rpm)} of the turbine impeller 16t of the torque converter 16 detected by a turbine rotational speed sensor 68, the motor MG detected by motor rotation speed sensor 70 A signal representing the rotational speed N _MG (rpm) of the vehicle, a signal representing the vehicle speed V (km / h) detected by the vehicle speed sensor 72, and the temperature at a predetermined position (for example, a substantially central portion) of the catalyst device 58 can be detected. power storage quantity of the power storage device 44 that is the detection signal indicating the catalyst temperature T _CAT of the catalytic converter 58 to be detected by SOC sensor 76 by the catalyst temperature sensor 74 provided on the (remaining capacity , Signals and the like representing the state of charge) SOC (%) is inputted to the electronic control unit 60.

  Various output signals are supplied from the electronic control device 60 to each device provided in the driving device 10. For example, a signal supplied to the output control device 14 of the engine 12 for drive control of the engine 12, a signal supplied to the inverter 42 for drive control of the electric motor MG, and a shift control of the automatic transmission 18 A signal supplied to a plurality of electromagnetic control valves in the hydraulic control circuit 34, a signal supplied to a linear solenoid valve in the hydraulic control circuit 34 for the engagement control of the clutch K0, and an engagement control of the lockup clutch LU A signal supplied to the linear solenoid valve in the hydraulic control circuit 34, a signal supplied to the linear solenoid valve in the hydraulic control circuit 34 for line pressure control, and the like are supplied from the electronic control unit 60 to each part.

FIG. 3 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 60. The catalyst warm-up control unit 78 shown in FIG. 3 requests the driver to concentrate on the catalyst warm-up when the temperature is equal to or lower than a predetermined catalyst temperature T _CAT that determines that the entire catalyst device 58 is activated. The catalyst which warms up the catalyst device 58 without making the output of the engine 12 respond to the change in the required driving force and keeping the engine torque and the engine speed substantially constant so as not to cause the rotation fluctuation and load fluctuation of the engine 12. Implement warm-up control.

The catalyst temperature determination unit 80 sequentially detects the catalyst temperature _{TCAT based} on a signal from the catalyst temperature sensor 74, and whether or not the detected catalyst temperature _TCAT is within a predetermined temperature range, for example, It is determined whether or not 200 (° C.) <T _CAT and 400 (° C.) <T _CAT . The 200 (° C.) is the catalyst temperature T _CAT at the center of the catalyst device 58 when the purification capability of the upstream end of the catalyst device 58, which is determined in advance by experiments or the like, is increased. ) Is the catalyst temperature T _CAT at the center of the catalyst device 58 when the entire purification capability of the catalyst device 58 is determined in advance through experiments or the like.

The catalyst warm-up control execution condition determining unit 82 determines whether a preset catalyst warm-up control execution condition is satisfied. The catalyst warm-up control execution condition is a condition for determining whether or not the catalyst warm-up control unit 78 performs the catalyst warm-up control. For example, the driver is allowed to travel the vehicle. The ignition switch to be operated is ON, the remaining charge SOC (%) of the power storage device 44 is equal to or greater than a predetermined warm-up remaining charge determination value A1, and the catalyst temperature T _CAT (° C.) is This is established when the temperature is not more than a predetermined catalyst temperature determination value (for example, 400 ° C.).

When the catalyst warm-up control execution condition determining unit 82 determines that the catalyst warm-up control execution condition is satisfied, the catalyst warm-up control unit 78 determines the catalyst temperature from a predetermined relationship such as a map shown in FIG. Based on the catalyst temperature T _CAT detected by the sensor 74, the engine output Pe (kw) is set, becomes the set engine output Pe (kw), and the engine 12 has a predetermined engine speed (for example, The output control device 14 is controlled so that the engine 12 operates at an engine operating point such that 1300 rpm. It should be noted that the engine output Pe (kw) corresponding to each catalyst temperature (° C.) shown in the map of FIG. 4 does not exceed the exhaust purification capacity of the catalyst device 58 at each catalyst temperature T _CAT (° C.). This is set in advance by experiments or the like according to the amount of gas that can purify the exhaust gas. Further, in the catalyst warm-up control unit 78, as shown in the map of FIG. 4, when the catalyst temperature T _CAT detected by the catalyst temperature sensor 74 is within the range of T _CAT ≦ 200 (° C.), the engine output Pe Is set to 0 (kw). The catalyst warm-up control unit 78 sets the engine output Pe to 5 (kw) when the catalyst temperature T _CAT is within the range of 200 (° C.) <T _CAT ≦ 300 (° C.), for example. When the catalyst temperature T _CAT is within a range of, for example, 300 (° C.) <T _CAT ≦ 400 (° C.), the engine output Pe is set to 10 (kw), and the catalyst temperature T _CAT increases to increase the catalyst device. The engine output Pe is increased stepwise so as not to exceed the exhaust gas purification capacity of 58.

Further, during the catalyst warm-up control, for example, when the catalyst temperature determination unit 80 determines that the catalyst temperature T _CAT is 400 (° C.) <T _CAT, that is, the catalyst warm-up control unit 78, that is, When it is determined that the entire purification capacity has risen, the catalyst warm-up control that has been continued is terminated. The catalyst warm-up control unit 78 ends (cancels) the catalyst warm-up control even when the vehicle state is the following state, for example. That is, when the storage amount SOC (%) of the power storage device 44 is smaller than the lower limit value A1 that allows discharge (SOC <A1) or larger than the upper limit value A2 (for example, 75%) that allows charging (SOC> A2). ), Or an upper limit vehicle speed B1 at which the axle rotational speed cannot be increased unless the rotational speed of the engine 12 is increased (for example, 60 km / h, vehicle speed when the gear speed is 6th in the 6AT system and the engine rotational speed is 1300 rpm). When it is faster (vehicle speed V> B1), when the driver's request output is larger than the battery output upper limit C (for example, 35 kW) that cannot be responded only by the battery output (driver's request output> C), This is the case when the torque request is greater than the MG torque upper limit value (for example, 250 Nm) that cannot be responded only by the torque of the motor MG (torque request> D).

  The required driving force control unit 84 basically uses, for example, an accelerator opening Acc detected by the accelerator opening sensor 64 and a vehicle speed sensor 72 so as to satisfy the change in the required driving force requested by the driver. Based on the detected vehicle speed V and the like, the output of the engine 12, the output of the electric motor MG, and the shift of the automatic transmission 18 are controlled. Further, in the required driving force control unit 84, the rotational fluctuation of the engine 12 with respect to the change in the required driving force requested by the driver until the catalyst warm-up control unit 78 performs and ends the catalyst warm-up control. The engine torque and the engine speed are kept substantially constant so as not to cause load fluctuations, and the output of the electric motor MG and the gear position of the automatic transmission 18 are set so as to satisfy the change in the required driving force. . Then, the output of the electric motor MG is controlled so that the set output of the electric motor MG is obtained, and a plurality of hydraulic pressures in the automatic transmission 18 are set via the hydraulic control circuit 34 so that the set shift speed is established. Controls the engagement or release of the frictional engagement device. Further, in the required driving force control unit 84, during the catalyst warm-up control, for example, when the rotational speed at the subsequent stage of the clutch K0, that is, the rotational speed of the electric motor MG changes with respect to the rotational speed of the engine 12, The speed of the engine 12 is made substantially constant by shifting by the automatic transmission 18 and slipping the clutch K0 so that the speed does not change.

  The vehicle stop determination unit 86 determines whether or not the vehicle is stopped based on the vehicle speed V detected by the vehicle speed sensor 72, for example.

  The catalyst warm-up control unit 78 determines that the vehicle is stopped by the vehicle stop determination unit 86, and determines that the catalyst warm-up control execution condition is satisfied by the catalyst warm-up control execution condition determination unit 82. Then, the lockup clutch LU is completely released via the hydraulic control circuit 34, and the catalyst warm-up control is performed.

  FIG. 5 is a flowchart for explaining an example of the control operation from the start to the end of the catalyst warm-up control while the vehicle is running or the vehicle is stopped in the electronic control unit 60.

First, in step (hereinafter, step is omitted) S1 corresponding to the catalyst warm-up control execution condition determination unit 82, it is determined whether or not the catalyst warm-up control execution condition for performing the catalyst warm-up control is satisfied. . If the determination in S1 is negative, this routine is terminated. If the determination is positive, S2 corresponding to the catalyst warm-up control unit 78 is executed. In S2, the catalyst warm-up control is executed. That is, from the relationship of the map shown in FIG. 4 and the like, for example, when the catalyst temperature T _CAT is T _CAT ≦ 200 (° C.), the engine output Pe is set to 0 (kw), and the engine 12 has the engine output Pe The engine 12 is operated so as to be 0 (kw) and the rotational speed of the engine 12 is, for example, 1300 rpm.

Next, in S3 corresponding to the catalyst temperature determination unit 80, it is determined whether or not the catalyst temperature T _CAT is 200 ° C. (A) <T _CAT . If the determination in S3 is negative, S2 is continuously executed. That is, when the catalyst temperature T _CAT is T _CAT ≦ 200 ° C., the engine 12 is operated substantially constant when the engine output Pe is 0 (kw) and the rotational speed of the engine 12 is 1300 rpm.

Further, when the determination in S3 is affirmed, in S4 that corresponds to the catalyst warm-up control unit 78, the catalyst temperature T _CAT determined by the engine output Pe (kw) is set from the relationship of the map such as shown in FIG. 4 The engine 12 is operated so that the engine output Pe becomes the set engine output and the rotational speed of the engine 12 is 1300 rpm.

Next, in S5 corresponding to the catalyst temperature determination unit 80, it is determined whether or not the catalyst temperature _TCAT is, for example, 400 ° C. (B) < _TCAT . If the determination in S5 is negative, S4 is continuously executed. That is, when the catalyst temperature T _CAT is, for example, 200 (° C.) <T _CAT ≦ 300 (° C.), the engine output Pe is operated substantially constant at 5 (kw) and the engine speed is approximately constant at 1300 rpm. Further, when the catalyst temperature T _CAT is, for example, 300 (° C.) <T _CAT ≦ 400 (° C.), the engine output Pe is made substantially constant at 10 (kw) and the engine speed is made substantially constant at 1300 rpm. That is, in S4, the engine output Pe is increased compared to S2 so that the exhaust purification capacity of the catalyst device 58 is not exceeded, and the catalyst device 58 is warmed up.

  If the determination in S5 is affirmative, in S6 corresponding to the catalyst warm-up control unit 78, the catalyst warm-up control started to be executed in S2 is terminated.

  In addition, while the catalyst warm-up control is being performed in the flowchart shown in FIG. 5, the required driving force control unit 84 responds to a change in the required driving force with respect to a change in the required driving force of the driver. Thus, the engine torque and the engine speed are kept substantially constant so that the engine 12 does not change in rotation and load, and the output of the electric motor MG and the automatic transmission 18 Respond by shifting. For example, when the rotational speed of the electric motor MG changes with respect to the rotational speed of the engine 12 due to the vehicle speed V, the required driving force control unit 84 slips the shift of the automatic transmission 18 and the clutch K0, thereby The rotational speed of the engine 12 is made substantially constant so that the rotational speed of 12 does not change.

  When the vehicle stop determination unit 86 determines that the vehicle is stopped and the catalyst warm-up control execution condition is satisfied in S1, the lockup clutch LU is released, and the catalyst warm-up control is performed in S2. Is implemented.

  As described above, according to the electronic control device 60 of the drive device 10 of the present embodiment, during the catalyst warm-up control, the required drive force control unit 84 performs traveling that satisfies the change in the driver's required drive force. Thus, since the output of the electric motor MG is changed and the automatic transmission 18 is shifted, the catalyst warm-up control can be appropriately performed while the torque of the engine 12 is kept substantially constant during traveling. Further, during the catalyst warm-up control, the engine output Pe is increased so as not to exceed the exhaust purification capacity of the catalyst device 58 and the catalyst device 58 is warmed up, so that the thermal efficiency of the engine 12 is low in the engine output Pe. Higher than the one. Thereby, in the drive device 10, the thermal efficiency of the engine 12 when the catalyst is warmed up can be increased to improve the fuel efficiency.

  Further, according to the electronic control unit 60 of the drive unit 10 of the present embodiment, during the catalyst warm-up control, the required driving force control unit 84 determines that the rotational speed of the subsequent stage of the clutch K0, that is, the rotational speed of the electric motor MG is the engine 12. When the engine speed changes with respect to the engine speed, control is performed to slip the clutch K0 and shift the automatic transmission 18 so that the engine speed of the engine 12 does not change. For this reason, the catalyst warm-up control can be appropriately performed while maintaining the torque of the engine 12 and the rotational speed of the engine 12 during traveling.

  Further, according to the electronic control device 60 of the drive device 10 of this embodiment, the torque converter 16 with the lockup clutch LU is provided, and the catalyst warm-up control unit 78 performs the catalyst warm-up control while the vehicle is stopped. , Release the lockup clutch LU. For this reason, when the vehicle is stopped, the lockup clutch LU is released, so that the power transmission between the engine 12 and the axle 22 of the drive wheels 24 is substantially cut off. Therefore, the catalyst warm-up control is performed when the vehicle is stopped. Can be done appropriately.

  As mentioned above, although the Example of this invention was described in detail based on drawing, it is applied also in another aspect.

  For example, in the required driving force control unit 84 of the above-described embodiment, the change in the required driving force during the catalyst warm-up control is responded by the change in the output of the electric motor MG and the shift of the automatic transmission 18. You may make it respond only by the change of the output of the electric motor MG, or you may make it respond only by the gear shift of the automatic transmission 18. That is, the required driving force control unit 84 may respond to a change in the required driving force by performing at least one of changing the output of the electric motor MG or shifting the automatic transmission 18.

  Further, for example, in the required driving force control unit 84 of the above-described embodiment, when the rotational speed of the subsequent stage of the clutch K0, that is, the rotational speed of the electric motor MG changes with respect to the rotational speed of the engine 12, the clutch K0 is slipped. Further, the rotational speed of the engine 12 is made substantially constant by the shift of the automatic transmission 18, but for example, the engine speed is made substantially constant only by slipping the clutch K0, or only by the shift of the automatic transmission 18. The rotational speed may be made substantially constant. That is, the required driving force control unit 84 may make the engine 12 have a substantially constant rotational speed by performing at least one of the control of slipping the clutch K0 or shifting the automatic transmission 18. .

  Further, for example, in the above-described embodiment, the automatic transmission 18 is a planetary gear type transmission, but other transmissions such as a parallel shaft transmission, CVT, and the like may be applied.

  In the above-described embodiment, the remaining charge SOC (%) of the power storage device 44 in the catalyst warm-up control execution condition is indicated as a predetermined warm-up remaining charge determination value A1, and the catalyst warm-up control is performed. In the end (release) condition, it is indicated that the charged amount SOC (%) of the power storage device 44 is smaller than the lower limit value A1 at which discharge is permissible (SOC <A1), and the predetermined warm-up charge remaining amount determination value A1 is shown. Although the lower limit value A1 is set to the same value, for example, the value A1 may be set to a different value.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Drive device (drive device for hybrid vehicle)
12: Engine 16: Torque converter 18: Automatic transmission (transmission)
24: Drive wheel 58: Catalyst device 60: Electronic control device (control device)
78: Catalyst warm-up control unit 84: Required driving force control unit 86: Vehicle stoppage determination unit K0: Clutch LU: Lock-up clutch MG: Electric motor _TCAT : Catalyst temperature

Claims (3)

Provided in an engine provided with a catalyst device for purifying exhaust, an electric motor, a clutch provided in a power transmission path between the engine and the electric motor, and a power transmission path between the electric motor and drive wheels When the temperature of the catalyst device is equal to or lower than a predetermined catalyst temperature, the engine output is increased so as not to exceed the exhaust gas purification capacity of the catalyst device to warm the catalyst device. A control device for a hybrid vehicle that performs catalyst warm-up control.
During the catalyst warm-up control, at least one of changing the output of the electric motor or shifting the transmission so as to satisfy the change in the required driving force is performed. A hybrid vehicle control device.   During the catalyst warm-up control, if the rotational speed of the subsequent stage of the clutch changes with respect to the rotational speed of the engine, at least the clutch is slipped or the above-mentioned so that the rotational speed of the engine does not change. The control apparatus for a hybrid vehicle according to claim 1, wherein the control of any one of shifting of the transmission is performed. It has a torque converter with a lock-up clutch,
The control apparatus for a hybrid vehicle according to claim 1 or 2, wherein when the catalyst warm-up control is performed while the vehicle is stopped, the lock-up clutch is released.

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