JP5040833B2 - Hybrid vehicle and control method thereof - Google Patents

Description

  The present invention relates to a hybrid vehicle and a control method thereof.

Conventionally, this type of hybrid vehicle has been proposed in which an internal combustion engine including a catalyst for purifying exhaust gas is mounted in an exhaust passage (see, for example, Patent Document 1). In this hybrid vehicle, the fuel combustion in the internal combustion engine is not combusted during the period (delay time) from when the fuel cut (stop of fuel injection) condition is satisfied until the throttle bubble is fully closed until the actual fuel cut starts. Since the exhaust gas, which is stable and contains a large amount of unburned components of the fuel, is supplied to the catalyst and combusts, the temperature of the catalyst may rise due to such combustion, and its deterioration may be accelerated. The delay time is set shorter to suppress the combustion of unburned components in the catalyst, thereby suppressing the temperature rise of the catalyst.
JP-A-8-254140

  Generally, in such a hybrid vehicle, one of the problems is to suppress the temperature rise of the catalyst. By the way, in such a hybrid vehicle, when the accelerator is turned off and the fuel injection to the internal combustion engine is stopped, the unburned component of the fuel is burned by the catalyst, so that the temperature of the catalyst once rapidly increases. It is known that the temperature of the catalyst will decrease with the passage of time if the valve opening is reduced and the fuel injection is stopped for a while, and the accelerator is turned on and off in a relatively short time. If the stop and the start of fuel injection are repeated, the fuel injection is stopped and the fuel injection is started before the temperature of the catalyst sufficiently decreases, and the temperature of the catalyst gradually rises to reach a high temperature. Sometimes. It is desirable to suppress the temperature rise of such a catalyst.

  The main purpose of the hybrid vehicle and the control method thereof according to the present invention is to suppress the temperature rise of the catalyst.

  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 exhaust gas purification device having a catalyst for purifying exhaust gas is attached, and an internal combustion engine that outputs driving power;
An electric motor capable of outputting driving power;
When a fuel injection start request is made to request the start of fuel injection to the internal combustion engine when the accelerator is turned on while the fuel injection to the internal combustion engine is stopped with the accelerator off, When the stop of fuel injection and the start of fuel injection are not repeated at a predetermined frequency or more in 10 seconds, the throttle opening is set to the first opening and at the first start timing. The internal combustion engine and the electric motor are controlled to run with the required driving force required for running when fuel injection to the internal combustion engine is started, and when the high-frequency injection stop is started, the throttle opening is set. Fuel injection into the internal combustion engine starts at a second start timing that is later than the first start timing in a state where the second opening is larger than the first opening. And control means for controlling said electric motor and said internal combustion engine to travel by driving force demand required to travel together with the,
It is a summary to provide.

  In the hybrid vehicle of the present invention, when the accelerator is turned on while the fuel injection to the internal combustion engine is stopped due to the accelerator being turned off and a fuel injection start request is made to request the start of fuel injection to the internal combustion engine. In addition, when the stop of fuel injection to the internal combustion engine and the start of fuel injection are not repeated at a predetermined frequency or more in 10 seconds, the throttle opening is set to the first opening and The fuel injection to the internal combustion engine is started at the first start timing, and the internal combustion engine and the electric motor are controlled to travel with the required driving force required for traveling. On the other hand, when the high-frequency injection stop is started, the throttle opening is set to a second opening larger than the first opening and / or at the second start timing later than the first start timing. The internal combustion engine and the electric motor are controlled so as to travel with the required driving force required for traveling at the same time as the fuel injection is started. When the high-frequency injection stop is started, if the fuel injection is started with the throttle opening set to a second opening larger than the first opening, the internal combustion engine performs more appropriate combustion and the first start When fuel injection to the internal combustion engine is started at a second start timing that is later than the timing, the amount of air discharged to the catalyst increases from when the fuel injection start request is made to when the fuel injection starts, and cooling of the catalyst is promoted. Thereby, the temperature rise of a catalyst can be suppressed.

  In such a hybrid vehicle of the present invention, the control means sets the throttle opening as the second opening when the temperature of the catalyst is within a predetermined high temperature range even when the high-frequency injection stop is not started. Means for controlling the internal combustion engine and the electric motor so as to run with the required driving force required for running at the same time and / or at the second start timing when fuel injection to the internal combustion engine is started It can also be. In this way, even when the temperature of the catalyst is within a predetermined high temperature range, the amount of air discharged to the catalyst can be increased from when a fuel injection start request is made until fuel injection is started. Can be suppressed.

  In the hybrid vehicle of the present invention, the first opening may be smaller than the throttle opening when the internal combustion engine is operated independently. By so doing, it is possible to suppress a shock when starting the fuel injection of the internal combustion engine when it is not at the start of the high-frequency injection stop.

  Furthermore, in the hybrid vehicle of the present invention, the second start timing may be a timing when the temperature of the catalyst reaches a predetermined temperature. By so doing, it is possible to more reliably suppress the temperature rise of the catalyst.

  In the hybrid vehicle according to the present invention, the generator is connected to three axes of a generator for inputting and outputting power, a drive shaft connected to the axle, an output shaft of the internal combustion engine, and a rotating shaft of the generator. Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any of the two shafts, and power storage means capable of exchanging power with the motor and the generator The electric motor can be configured such that a rotating shaft is connected to the drive shaft.

The hybrid vehicle control method of the present invention includes:
A control method for a hybrid vehicle, comprising: an internal combustion engine that is provided with an exhaust gas purification device having a catalyst for purifying exhaust gas and outputs driving power; and an electric motor that can output driving power,
When a fuel injection start request is made to request the start of fuel injection to the internal combustion engine when the accelerator is turned on while the fuel injection to the internal combustion engine is stopped with the accelerator off, When the stop of fuel injection and the start of fuel injection are not repeated at a predetermined frequency or more in 10 seconds, the throttle opening is set to the first opening and at the first start timing. The internal combustion engine and the electric motor are controlled to run with the required driving force required for running when fuel injection to the internal combustion engine is started, and when the high-frequency injection stop is started, the throttle opening is set. Fuel injection into the internal combustion engine starts at a second start timing that is later than the first start timing in a state where the second opening is larger than the first opening. And controlling the said electric motor and said internal combustion engine to travel by driving force demand required to travel together with the.

  In this hybrid vehicle control method of the present invention, a fuel injection start request is issued to request the start of fuel injection to the internal combustion engine when the accelerator is turned on while the fuel injection to the internal combustion engine is stopped when the accelerator is off. When it is made, when the stop of fuel injection to the internal combustion engine and the start of fuel injection are repeated at a rate of a predetermined number of times or more in 10 seconds, the throttle opening is set to the first opening when it is not the start of frequent injection stop At the first start timing, fuel injection to the internal combustion engine is started and the internal combustion engine and the electric motor are controlled to travel with the required driving force required for traveling. On the other hand, when the high-frequency injection stop is started, the throttle opening is set to a second opening larger than the first opening and / or at the second start timing later than the first start timing. The internal combustion engine and the electric motor are controlled so as to travel with the required driving force required for traveling at the same time as the fuel injection is started. When the high-frequency injection stop is started, if the fuel injection is started with the throttle opening set to a second opening larger than the first opening, the internal combustion engine performs more appropriate combustion and the first start When fuel injection to the internal combustion engine is started at a second start timing that is later than the timing, the amount of air discharged to the catalyst increases from when the fuel injection start request is made to when the fuel injection starts, and cooling of the catalyst is promoted. Thereby, the temperature rise of a catalyst can be suppressed.

  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. The mixture is sucked into the fuel chamber through the intake valve 128 and is 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. Exhaust gas from the engine 22 is discharged to the outside air through a purifier 134 having a catalyst 134a that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an 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 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cam position sensor 144 that detects the cooling water temperature from the cylinder, the in-cylinder pressure from the pressure sensor 143 attached to 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, the throttle opening TH from the throttle opening sensor 146 that detects the opening 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 149 also attached to the intake pipe Intake air temperature, catalyst 134 Catalyst temperature Tc from a catalyst temperature sensor 134b for detecting the temperature of the air-fuel ratio from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. Further, the engine ECU 24 sends 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 for adjusting the opening of the throttle valve 124, an igniter, A control signal to the integrated ignition coil 138, a control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing of the intake valve 128, and the like are output via an output port. 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 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.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when starting fuel injection into the engine 22 will be described. FIG. 3 is a flowchart showing an example of a fuel injection request drive control routine executed by the hybrid electronic control unit 70. In this routine, the accelerator pedal 83 is turned on while the fuel injection to the engine 22 is stopped (fuel cut) when the accelerator pedal 83 is turned off and the opening of the throttle valve 124 is set to the opening Thfc at the time of fuel cut. When a fuel injection start request for starting fuel injection to the engine 22 is made, the process is repeatedly executed every predetermined time (for example, every several msec). The fuel cut condition of the engine 22 includes a condition that the vehicle speed V input from the vehicle speed sensor 88 is equal to or lower than a predetermined engine stop permission vehicle speed, in addition to the accelerator pedal 83 being turned off. It may be included.

  When the fuel injection request drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first sets the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the motors MG1, MG2. Necessary for control such as the rotational speed Nm1, Nm2, input / output limits Win and Wout of the battery 50, the catalyst temperature Tc, the fuel injection stop repetition frequency Ffc as the number of times the fuel cut and start of fuel injection in the engine 22 are repeated in 10 seconds A process of inputting correct data is executed (step S100). Here, 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. To do. 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 are input from the battery ECU 52 by communication. Further, the catalyst temperature Tc detected by the catalyst temperature sensor 134b is input from the engine ECU 24 by communication. The fuel injection stop repetition frequency Ffc is set to a value of 1 when the accelerator pedal 83 is turned off and a fuel cut request is made, and is set to a value of 0 when fuel injection is started. Is stored in the ROM 74, and the one calculated as the number of times the fuel cut flag F is switched from the value 0 to the value 1 in 10 seconds based on the stored history is used.

  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. And the required power Pe * required for the engine 22 is set (step S110). 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. 4 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and 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).

  Subsequently, the inputted fuel injection stop repetition frequency Ffc is compared with the predetermined frequency Fref (step S120). Here, the predetermined frequency Fref indicates whether or not there is a possibility that the catalyst 134a is heated and deteriorated when the fuel adhering to the intake pipe flows into the purifier 134 and burns when the engine 22 is fuel cut next time. For example, it is set to 3 times, 4 times, 5 times, etc. for 10 seconds. Here, the comparison between the fuel injection stop repetition frequency Ffc and the predetermined frequency Fref is based on the following reason. When the accelerator pedal 83 is turned off and fuel injection to the engine 22 is stopped, the unburned components of the fuel are burned by the catalyst, so that the temperature of the catalyst once suddenly rises by about 30 ° C., and then the throttle valve If the fuel cut state in which the opening degree of 124 is set to the opening degree Thfc continues for a while, the temperature of the catalyst 134a decreases with time. However, the accelerator pedal 83 is turned on and off in a relatively short time, and fuel cut and fuel injection are performed. When the start is repeated, fuel injection is started before the fuel is cut and the temperature of the catalyst 134a sufficiently decreases, and the temperature of the catalyst 134a gradually increases. Therefore, by comparing the fuel injection stop repetition frequency Ffc with the predetermined frequency Fref, it can be determined whether or not the catalyst 134a may reach a high temperature. Therefore, in the process of step S120, the fuel injection stop repetition frequency Ffc is determined. And the predetermined frequency Fref are compared.

  When the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, it is further checked whether or not the input catalyst temperature Tc is within a predetermined high temperature region (step S130). Here, there is a possibility that the predetermined high temperature region may rise to a temperature Tc1 (for example, 910 ° C., 920 ° C., 930 ° C.) at which the temperature of the catalyst 134a may deteriorate if the fuel cut and the fuel injection stop are repeated. It is assumed that the temperature ranges from a certain temperature Tc2 (for example, 880 ° C., 890 ° C., 900 ° C., etc.) to the temperature Tc1, and is appropriately set according to the characteristics of the engine 22 and the catalyst. When the catalyst temperature Tc is not in the predetermined high temperature range, the catalyst temperature Tc is lower than the temperature Tc1 and the catalyst 134a is at a sufficiently low temperature so that deterioration due to high temperature does not occur or the catalyst temperature Tc is higher than the temperature Tc2 and thus the catalyst. When it is determined that it is not appropriate to increase the amount of air to 134, the opening is larger than the opening Thfc at the time of fuel cut and smaller than the opening when the engine 22 is operated independently, and fuel injection is started. Then, an opening Th1 that can sufficiently reduce the shock generated in the vehicle is set as the target throttle opening TH * and transmitted to the engine ECU 24 (step S140). The engine ECU 24 that has received the target throttle opening TH * drives and controls the throttle motor 136 so that the opening of the throttle valve 124 becomes the target throttle opening TH *. That is, the process of step S140 is a process of opening the throttle valve 124 from the opening degree Thfc at the time of fuel cut to the opening degree Th1.

  Subsequently, the throttle opening TH detected by the throttle opening sensor 146 is input by communication via the engine ECU 24 (step S150), and the current throttle opening TH is compared with the opening Th1 (step S160). When the current throttle opening degree Th is not the opening degree Th1, a fuel cut command is transmitted to the engine ECU 24 so as to continue the fuel cut (step S170) and when the engine 22 is independently operated at the target rotational speed Ne * of the engine 22. The rotation speed Nidl is set (step S180). The engine ECU 24 that has received the fuel cut command continues the control for continuing the fuel cut of the engine 22, that is, the stop of the fuel injection control in the engine 22.

  Next, using 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, and the gear ratio Gr of the reduction gear 35, the target of the motor MG1 is expressed by the following equation (1). The rotational speed Nm1 * is calculated, and the torque command Tm1 * of the motor MG1 is calculated by the equation (2) based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1 (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is traveling while being independently operated. 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 * = previous Tm1 + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  Then, the torque command Tm1 * set as 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 to obtain the torque to be output from the motor MG2. The provisional motor torque Tm2tmp, which is a provisional value, is calculated by the following equation (3) (step S200), and the current rotational speed Nm1 of the motor MG1 is set to the torque command Tm1 * set to the input / output limits Win and Wout of the battery 50. 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 deviation from the power consumption (generated power) of the motor MG1 obtained by multiplication by the rotational speed Nm2 of the motor MG2 4) and equation (5) (step S210), and the set temporary torque Tm2tmp is expressed by equation (6). Ri torque limit Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S220). Here, Equation (3) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S230), and the fuel injection request drive control routine is terminated. 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 *. . With this control, when the throttle opening TH has not reached the opening Th1, the throttle valve 124 is controlled so that the throttle opening TH reaches the opening Th1, and the engine 22 is within the range of the input / output limits Win, Wout of the battery 50. The fuel cut can be continued and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft.

  When the vehicle is traveling in this manner, when the current throttle opening TH becomes the opening Th1 (step S160), a fuel injection command is transmitted to the engine ECU 24 so that fuel injection into the engine 22 is started (step S240). ), The engine speed 22 is set to the target speed Ne * of the engine 22 so that the engine 22 operates independently, the value 0 is set to the target torque Te *, and the set value is transmitted to the engine ECU 24 (step S250). The engine ECU 24 that has received the fuel injection command, the target rotational speed Ne *, and the target torque Te * receives fuel to the engine 22 at a timing (first fuel injection timing) at which fuel is first injected into a predetermined intake pipe. Controls such as fuel injection control and ignition control in the engine 22 are performed so that the injection is started and the autonomous operation is performed at the target rotational speed Ne *. Here, in the embodiment, the first fuel injection timing is assumed to be the timing at which the first intake stroke starts after the throttle opening TH becomes the opening Th1.

  Subsequently, the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are set so that the engine 22 rotates at the target rotational speed Ne * (rotational speed Nidl), and the required torque Tr is within the range of the input / output limits Win and Wout. Torque command Tm2 * of motor MG2 is set so that torque based on * is output to ring gear shaft 32a as a drive shaft (steps 190 to 220), and the set torque commands Tm1 * and Tm2 * are transmitted to motor ECU 40. (Step S230), the fuel injection request drive control routine is terminated. Thus, by starting fuel injection to the engine 22 with the throttle opening TH set to the opening Th1, it is possible to suppress the occurrence of a shock that occurs in the vehicle when the fuel injection to the engine 22 is started. Of course, it is possible to travel by outputting the required torque Tr * to the ring gear shaft 32a as the drive shaft. In addition, after the fuel injection to the engine 22 is started, the engine 22 is subjected to a load operation as required by a drive control routine (not shown).

  When the fuel injection stop repetition frequency Ffc is equal to or higher than the predetermined frequency Fref (step S120) or when the catalyst temperature Tc is within the predetermined high temperature range even if the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref (step S120, S130), it is determined that the catalyst 134a may reach a high temperature and deteriorate, and the opening Th2 when the engine 22 larger than the opening Th1 is operated independently is set to the target throttle opening TH * and transmitted to the engine ECU 24. (Step S260). The engine ECU 24 that has received the target throttle opening TH * drives and controls the throttle motor 136 so that the opening of the throttle valve 124 becomes the target throttle opening TH *. That is, the process of step S260 is a process of opening the throttle valve 124 from the opening degree Thfc during fuel cut to the opening degree Th2.

  Subsequently, the throttle opening TH detected by the throttle opening sensor 146 is input by communication via the engine ECU 24 (step S270), and the current throttle opening TH is examined (step S280). When the current throttle opening TH is not the opening Th2, the fuel cut command is transmitted to the engine ECU 24 to continue the fuel cut (step S170), and the rotation speed Nidl is set as the target rotation speed Ne * of the engine 22 ( Step S180), setting the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * so that the engine 22 rotates at the target rotational speed Ne *, and torque based on the required torque Tr * within the range of the input / output limits Win and Wout. Is output to the ring gear shaft 32a as a drive shaft (step 190 to 220), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S230). Then, the fuel injection request drive control routine is terminated. By such control, when the current throttle opening TH is not the opening Th2, the throttle valve 124 is controlled so that the throttle opening TH becomes the opening Th2, and the fuel cut in the engine 22 is continued to cool the catalyst 134a. The required torque Tr * can be output to the ring gear shaft 32a as the drive shaft for traveling.

  When the current throttle opening degree TH becomes the opening degree Th2 (step S280), the catalyst temperature Tc is compared with the temperature Tc1 at which the temperature of the catalyst 134a may deteriorate (step S290), and the catalyst temperature Tc becomes the temperature. When it is equal to or greater than Tc1, a fuel cut command is transmitted to the engine ECU 24, and the engine speed 22 is set to the target engine speed Ne * (steps S170 and 180) so that the engine 22 rotates at the target engine speed Ne *. The target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are set, and the torque based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout. Torque command Tm2 * is set (steps 190 to S220), and the set torque Decree Tm1 *, and sends the Tm2 * to the motor ECU 40 (step S230), and terminates the drive control routine fuel injection request. By such control, even when the current throttle opening degree TH is the opening degree Th2, the fuel cut is continued when the catalyst temperature Tc is equal to or higher than the temperature Tc1, so that the cooling of the catalyst 134a can be promoted.

  When the catalyst temperature Tc is lower than the temperature Tc1 (step S290), it is determined that the catalyst 134a has a sufficiently low temperature and there is no risk of deterioration, and the fuel injection to the engine ECU 24 is started so that the fuel injection to the engine 22 is started. A command is transmitted (step S300), the engine speed is set to the engine ECU 24 by setting the target engine speed Ne * to the target engine speed Ne * and the target torque Te * so that the engine 22 operates independently. Transmit (step S310). In the process of step S300, the engine ECU 24 that has received the fuel injection command starts fuel injection into the engine 22 at a timing at which fuel is first injected into a predetermined intake pipe (first fuel injection timing), and at the target. Controls such as fuel injection control and ignition control in the engine 22 are performed so that the engine 22 operates independently at the rotational speed Ne *. In the embodiment, the first fuel injection timing is the timing at which the engine 22 first enters the intake stroke after it is determined that the catalyst temperature Tc is lower than the temperature Tc1. Considering that fuel injection is performed at the timing of first entering the intake stroke after it is determined that the throttle opening TH has become the opening Th1 when the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, the fuel injection is stopped. When the repetition frequency Ffc is equal to or higher than the predetermined frequency Fref, fuel injection is started at a later timing than when the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref. Thereby, the amount of air discharged to the catalyst 134a can be increased, and the cooling of the catalyst 134a can be promoted. Further, since the fuel injection to the engine 22 is started with the throttle opening TH set to the opening Th2, the fuel injection to the engine 22 is started with the throttle opening TH set to the opening Th1 smaller than the opening Th2. Compared with what to do, combustion with the engine 22 can be performed appropriately. Thereby, the quantity of the unburned component of the fuel discharged | emitted to the catalyst 134a can be decreased, and the temperature rise of the catalyst 134a by burning an unburned component by the purification apparatus 134 can be suppressed.

  Subsequently, the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are set so that the engine 22 rotates at the target rotational speed Ne * (rotational speed Nidl), and the required torque Tr is within the range of the input / output limits Win and Wout. Torque command Tm2 * of motor MG2 is set so that torque based on * is output to ring gear shaft 32a as a drive shaft (steps 190 to 220), and the set torque commands Tm1 * and Tm2 * are transmitted to motor ECU 40. (Step S230), the fuel injection request drive control routine is terminated. With such control, when the fuel injection stop repetition frequency Ffc is equal to or higher than the predetermined frequency Fref, or when the catalyst temperature Tc is within the predetermined high temperature range even if the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, the catalyst 134a And the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft.

  According to the hybrid vehicle 20 of the embodiment described above, when the fuel injection stop repetition frequency Ffc is equal to or greater than the predetermined frequency Fref, the opening TH of the throttle valve 124 is set to the fuel injection stop repetition frequency Ffc less than the predetermined frequency Fref. When the opening degree Th2 is larger than the opening degree Th1 and the catalyst temperature Tc is lower than the temperature Tc1, fuel injection of the engine 22 is started and the required torque Tr * is applied to the ring gear shaft 32a as the drive shaft. The engine 22 and the motors MG1, MG2 are controlled so as to travel while outputting the driving force based on. Thereby, combustion of the engine 22 can be performed properly, cooling of the catalyst 134a can be promoted, and temperature rise of the catalyst 134a can be suppressed. Further, when the fuel injection stop repetition frequency Ffc is equal to or higher than the predetermined frequency Fref, or when the catalyst temperature Tc is within the predetermined high temperature range even if the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, the throttle valve 124 is opened. When the degree TH is set to an opening degree Th2 that is larger than the opening degree Th1 when the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, and the catalyst temperature Tc is less than the temperature Tc1, the fuel of the engine 22 The engine 22 and the motors MG1 and MG2 are controlled so as to start running and output a driving force based on the required torque Tr * to the ring gear shaft 32a as a driving shaft. Thereby, the temperature rise of the catalyst 134a can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the determination is made in the processing of steps S130 and S290 using the catalyst temperature Tc detected by the catalyst temperature sensor 134b, but the catalyst temperature Tc detected by the catalyst temperature sensor 134b is used instead. The engine speed Nefc when the fuel cut condition is satisfied, the throttle opening THfc when the fuel cut condition is satisfied, the air-fuel ratio AFfc when the fuel cut condition is satisfied, and the fuel cut. It is also possible to use the estimated catalyst temperature Tce calculated by the following equation (7) using the time tfc during which In formula (7), the fuel cut catalyst temperature Tcfc is a hybrid electronic control unit 70 as a fuel cut catalyst temperature setting map in which the relationship between the rotational speed Nefc, the throttle opening THfc, and the fuel cut catalyst temperature Tcfc is determined in advance. The data obtained from the map stored when the rotational speed Nefc and the throttle opening THfc are given are used. An example of the fuel cut time catalyst temperature setting map is shown in FIG. The fuel cut catalyst temperature Tcfc is higher as the rotational speed Nefc is higher, and is larger as the throttle opening THfc is larger. Further, the temperature rise amount ΔTci (° C.) is a temperature rise amount of the catalyst 134a generated by burning the fuel adhering to the intake pipe immediately after the fuel cut by the catalyst 134a, and the air-fuel ratio AFfc of the engine 22 immediately before the fuel cut is The richer state with more fuel than the stoichiometric air-fuel ratio is set to be higher. Further, as the reduction rate ΔTcd (° C./s), a value obtained in advance through experiments or the like was used as the rate of decrease of the catalyst temperature during the fuel cut with respect to time. In this way, the temperature of the catalyst 134a can be estimated without providing the catalyst temperature sensor 134b.

  Tce = Tcfc (Nefc, THfc) + ΔTci (AFfc) -ΔTcd · tfc (7)

  In the hybrid vehicle 20 of the embodiment, in the processing of steps S280 to S300, fuel injection to the engine 22 is started when the throttle opening TH is the opening Th2 and the catalyst temperature Tc is less than the predetermined temperature Tc1. However, only one of the throttle opening TH and the catalyst temperature Tc may be checked. For example, when the throttle opening TH is the opening Th2 without checking the catalyst temperature Tc, the fuel to the engine 22 is checked. Injection may be started, or fuel injection to the engine 22 may be started when the catalyst temperature Tc is lower than the predetermined temperature Tc1 without checking the throttle opening. When fuel injection into the engine 22 is started when the throttle opening TH is the opening Th2 without checking the catalyst temperature Tc, the first fuel injection timing is that the throttle opening TH is the opening Th2. It is desirable to set the timing at which the engine 22 first enters the intake stroke after it is determined that there is. Further, in the process of step S290, fuel injection to the engine 22 is started when the catalyst temperature Tc is lower than the predetermined temperature Tc1, but when the fuel injection stop repetition frequency Ffc is lower than the predetermined frequency Fref, the engine is started. The average time tav from when the fuel injection request to 22 is made until the first fuel injection timing is reached is obtained in advance by experiments or the like, and the elapsed time after the fuel injection request to the engine 22 is made is calculated as the average time tav. It is good also as what starts the fuel injection to the engine 22 after exceeding.

  In the hybrid vehicle 20 of the embodiment, when the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, the throttle opening TH is opened when the catalyst temperature Tc is within the predetermined high temperature region in the processing of steps S120 to S140. Although fuel injection into the engine 22 is performed in the state of Th2, when the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, the process of step S130 is not performed and the throttle opening TH is set to the opening Th1. The fuel may be injected into the engine 22 in the state.

  In the hybrid vehicle 20 of the embodiment, the target throttle opening TH * is set to the opening Th1 smaller than the predetermined opening Th2 as the throttle opening when the engine 22 is autonomously operated in the process of Step S140, and Step S260 is performed. In step S260, the target throttle opening TH * is set to the opening Th2. However, the opening set as the target throttle opening TH * in step S260 is the target throttle opening TH * in step S140. Therefore, for example, the target throttle opening TH * is set to the opening Th2 in the process of step S140, and the target throttle opening TH * is larger than the opening Th2 in the process of step S260. It is good also as what sets to an opening degree.

  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 connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) 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).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the engine 22 and the motor 22 are output. It is good also as a form of what is called a parallel hybrid vehicle which drives a wheel directly by both.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a hybrid vehicle form as vehicles, such as a train other than a motor vehicle. 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 embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the purification device 134 corresponds to an “exhaust gas purification device”, the engine 22 corresponds to an “internal combustion engine”, the motor MG2 corresponds to an “electric motor”, the accelerator pedal 83 is turned off, and the throttle valve 124 is opened. When a fuel injection start request for starting fuel injection of the engine 22 is made when the accelerator pedal 83 is turned on while the engine 22 is fuel cut while the degree is set to the opening degree Thfc at the time of fuel cut, the fuel Step S160 of the fuel injection request drive control routine in FIG. 3 for transmitting a fuel injection command to the engine ECU 24 with the opening degree of the throttle valve 124 set to the opening degree Th1 when the injection stop repetition frequency Ffc is less than the predetermined frequency Fref. When the processing of S240 and the fuel injection stop repetition frequency Ffc are equal to or higher than the predetermined frequency Fref Processing in steps S280 to S300 for transmitting a fuel injection command to the engine ECU 24 when the opening degree of the lottle valve 124 is set to the opening degree Th2 and the catalyst temperature Tc is lower than the predetermined temperature T1, the ring gear shaft 32a as a drive shaft The hybrid electronic control unit 70 for executing the processes of steps S200 to S230 for setting the torque command Tm2 * of the motor MG2 and transmitting the torque command Tm2 * to the motor ECU 40 so as to output the torque based on the required torque Tr * is received. The engine ECU 24 that controls the engine 22 and the motor ECU 40 that controls the motor MG2 with the torque command Tm2 * correspond to “control means” so that the fuel injection into the engine 22 is started at the timing of the first fuel injection. . 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”. Further, when the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, when the catalyst temperature Tc is within the predetermined high temperature region, the throttle opening TH is set to the opening Th2, and the catalyst temperature Tc is less than the temperature T1. At a given time, a fuel injection command is transmitted to the engine ECU 24. The fuel injection request time drive control routine of steps S120, S130, S280 to S330 in FIG. 3 and the torque based on the required torque Tr * are applied to the ring gear shaft 32a as the drive shaft. The timing of the first fuel injection when receiving the fuel injection command and the hybrid electronic control unit 70 that executes the processing of steps S200 to S230 that sets the torque command Tm2 * of the motor MG2 and transmits it to the motor ECU 40 So that fuel injection into the engine 22 is started. Both motor ECU40 for controlling the motor MG2 with the engine ECU24 and the torque command Tm2 * of controlling corresponds to the "control means".

  Here, the “exhaust gas purification device” is not limited to the purification device 134, and any device having a catalyst for purifying exhaust gas may be used. The “internal combustion engine” is not limited to the engine 22, and may be any engine as long as an exhaust purification device having a catalyst for purifying exhaust gas is attached and driving power is output. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be anything as long as it can output traveling power, such as an induction motor. The “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. Further, as the “control means”, the accelerator pedal 83 is turned on while the fuel pedal is being cut while the accelerator pedal 83 is turned off and the throttle valve 124 is set to the opening Thfc at the time of fuel cut. When the fuel injection start request for starting the fuel injection of the engine 22 is made and the fuel injection stop repetition frequency Ffc is less than the predetermined frequency Fref, the throttle valve 124 is first opened with the opening degree Th1 set. The motor MG2 is controlled such that fuel injection to the engine 22 is started at the fuel injection timing and torque based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft, and the fuel injection stop repetition frequency Ffc is a predetermined frequency Fref. When it is above, the opening of the throttle valve 124 is set to the opening Th2. When the catalyst temperature Tc is lower than the predetermined temperature T1, fuel injection into the engine 22 is started and the motor MG2 is controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. The fuel to the engine 22 is kept in the state in which the opening degree of the throttle valve 124 is set to the opening degree Th2 regardless of the catalyst temperature Tc when the fuel injection stop repetition frequency Ffc is equal to or higher than the predetermined frequency Fref. Injecting fuel into the engine 22 when the catalyst temperature Tc is lower than the predetermined temperature T1 regardless of the throttle opening Th2 when the fuel injection stop repetition frequency Ffc is equal to or higher than the predetermined frequency Fref The accelerator is turned on while the fuel injection to the internal combustion engine is stopped when the accelerator is turned off. When a fuel injection start request is made to request the start of fuel injection to the engine, the stop of fuel injection to the internal combustion engine and the start of fuel injection are repeated at a rate of a predetermined number of times or more in 10 seconds. When it is not time, the internal combustion engine and the electric motor are driven such that the fuel is started to be injected into the internal combustion engine at the first start timing while the throttle opening is set to the first opening, and the vehicle is driven with the required driving force required for traveling. When the high-frequency injection stop is started, the throttle opening is set to a second opening larger than the first opening and / or at a second start timing later than the first start timing. As long as the fuel injection to the internal combustion engine is started and the internal combustion engine and the electric motor are controlled so as to travel with the required driving force required for traveling, any method may be used. The “generator” is not limited to the motor MG2 configured as a synchronous generator motor, and may be anything 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. Such as those having a differential action different from that of the planetary gear, such as a drive shaft connected to an axle, an output shaft of an internal combustion engine, and a rotating shaft of a generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the two shafts, any configuration may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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. It is a flowchart which shows an example of the drive control routine at the time of the fuel injection request | requirement performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when driving | running | working while carrying out the independent operation of the engine 22. FIG. It is explanatory drawing which shows an example of the catalyst temperature setting map at the time of a fuel cut. 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, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 7 6 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, 134a Catalyst, 134b Catalyst temperature sensor, 136, Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position Sensor, 146 throttle opening sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism MG1, MG2 motor.

Claims (6)

An exhaust gas purification device having a catalyst for purifying exhaust gas is attached, and an internal combustion engine that outputs driving power;
An electric motor capable of outputting driving power;
When a fuel injection start request is made to request the start of fuel injection to the internal combustion engine when the accelerator is turned on while the fuel injection to the internal combustion engine is stopped with the accelerator off, When the stop of fuel injection and the start of fuel injection are not repeated at a predetermined frequency or more in 10 seconds, the throttle opening is set to the first opening and at the first start timing. The internal combustion engine and the electric motor are controlled to run with the required driving force required for running when fuel injection to the internal combustion engine is started, and when the high-frequency injection stop is started, the throttle opening is set. Fuel injection into the internal combustion engine starts at a second start timing that is later than the first start timing in a state where the second opening is larger than the first opening. And control means for controlling said electric motor and said internal combustion engine to travel by driving force demand required to travel together with the,
A hybrid car with   When the temperature of the catalyst is within a predetermined high temperature range even when the high-frequency injection stop is not started, the control means maintains the throttle opening at the second opening and / or the second opening. 2. The hybrid vehicle according to claim 1, wherein said hybrid vehicle is means for controlling said internal combustion engine and said electric motor so as to travel with a required driving force required for traveling at the same time as fuel injection to said internal combustion engine is started at the start timing of the engine.   The hybrid vehicle according to claim 1 or 2, wherein the first opening is an opening smaller than a throttle opening when the internal combustion engine is operated independently.   The hybrid vehicle according to any one of claims 1 to 3, wherein the second start timing is a timing when the temperature of the catalyst reaches a temperature lower than a predetermined temperature. A hybrid vehicle according to any one of claims 1 to 4,
A generator that inputs and outputs 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 a hybrid vehicle having a rotating shaft connected to the driving shaft. A control method for a hybrid vehicle, comprising: an internal combustion engine that is provided with an exhaust gas purification device having a catalyst for purifying exhaust gas and outputs driving power; and an electric motor that can output driving power,
When a fuel injection start request is made to request the start of fuel injection to the internal combustion engine when the accelerator is turned on while the fuel injection to the internal combustion engine is stopped with the accelerator off, When the stop of fuel injection and the start of fuel injection are not repeated at a predetermined frequency or more in 10 seconds, the throttle opening is set to the first opening and at the first start timing. The internal combustion engine and the electric motor are controlled to run with the required driving force required for running when fuel injection to the internal combustion engine is started, and when the high-frequency injection stop is started, the throttle opening is set. Fuel injection into the internal combustion engine starts at a second start timing that is later than the first start timing in a state where the second opening is larger than the first opening. The hybrid vehicle control method characterized by controlling an internal combustion engine and the electric motor to travel by driving force demand required to travel together with the.

Images