JP5703716B2 - Hybrid car - Google Patents

Description

  The present invention relates to a hybrid vehicle. More specifically, the present invention includes an internal combustion engine in which a purification device having a purification catalyst is attached to an exhaust system and can output power for traveling, and an electric motor capable of outputting power for traveling. In addition, the present invention relates to a hybrid vehicle capable of electric traveling that travels only by power from an electric motor after system startup.

  Conventionally, this type of hybrid vehicle switches between electric traveling that travels with the power from the motor while the engine is stopped and hybrid traveling that travels with the power from the engine and the power from the motor. Has been proposed (see, for example, Patent Document 1). This hybrid vehicle suppresses deterioration in fuel consumption and emissions by predicting in advance the timing of switching from electric driving to hybrid driving based on information related to driving obtained from car navigation systems, etc. I can do it.

JP 2007-176392 A

  In the hybrid vehicle described above, the engine warm-up operation is performed even when electric power travel is continued after a large amount of power is required temporarily, such as when traveling on an uphill road during electric travel. It will be. In that case, there is a possibility that the warm-up operation of the engine is wasted, and there is a risk that the fuel consumption will deteriorate. In particular, in recent years, there is a battery that has a large-capacity battery and can continue electric running for a long time, and thus such a risk is likely to occur.

  The main object of the hybrid vehicle of the present invention is to improve fuel efficiency by suppressing unnecessary catalyst warm-up of the internal combustion engine.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An internal combustion engine having a purification device having a purification catalyst attached to an exhaust system and capable of outputting power for traveling, and an electric motor capable of outputting power for traveling. It is a hybrid car that can be driven by electric drive,
Integration means for integrating travel time or travel distance;
When the start condition of the internal combustion engine is satisfied during the electric travel, the internal combustion engine is started and controlled to perform hybrid travel using the power from the internal combustion engine and the electric motor until the start condition is satisfied. When the integrated value obtained by integrating the travel time or travel distance by the integrating means is less than a predetermined threshold value, the warm-up of the catalyst is completed even when the internal combustion engine stop condition is satisfied during the hybrid travel. The internal combustion engine continues to operate until the integrated value is greater than or equal to the predetermined threshold value, and when the stop condition is satisfied during the hybrid travel, the internal combustion engine is stopped and the electric travel is performed. Control means to
It is a summary to provide.

  In the hybrid vehicle according to the present invention, when the start condition of the internal combustion engine is satisfied during the electric travel, the internal combustion engine is started and controlled to perform the hybrid travel using the power from the internal combustion engine and the electric motor, and the start condition is satisfied. If the integrated value obtained by integrating the traveling time or traveling distance by the integrating means is less than a predetermined threshold, the warm-up of the catalyst is completed even when the internal combustion engine stop condition is satisfied during hybrid traveling When the operation of the internal combustion engine is continued and the integrated value is equal to or greater than a predetermined threshold, control is performed so that the internal combustion engine is stopped and electrically driven when the stop condition is satisfied during hybrid travel. Here, when the integrated value of the travel time or travel distance when the start condition of the internal combustion engine is satisfied is greater than or equal to a predetermined threshold, the start condition of the internal combustion engine is less than when the integrated value is less than the predetermined threshold. Since the established interval is long, it can be considered that the possibility that the start condition is satisfied again after the internal combustion engine is stopped and the internal combustion engine is started is low. Therefore, if the integrated value is equal to or greater than a predetermined threshold when the stop condition is satisfied, the internal combustion engine is stopped, so that unnecessary catalyst warm-up of the internal combustion engine can be suppressed and fuel consumption can be improved. Here, the control means may be one that causes the internal combustion engine to operate independently while waiting for completion of catalyst warm-up.

  In such a hybrid vehicle of the present invention, the control means may be means that uses a condition in which the required power required for running is equal to or higher than the starting power as the starting condition. In this way, it is possible to determine whether or not to perform the catalyst warm-up based on the possibility that the internal combustion engine will be started again under the condition that the required power is equal to or higher than the starting power.

  In the hybrid vehicle of the present invention, the control means may be means that uses a condition that makes the vehicle speed equal to or higher than the starting vehicle speed as the start condition. In this way, it is possible to determine whether or not to perform catalyst warm-up based on the possibility that the internal combustion engine will be started again under the condition that the vehicle speed is equal to or higher than the starting vehicle speed.

  Furthermore, in the hybrid vehicle of the present invention using a plurality of conditions as the starting condition, the integrating means integrates the traveling time or the traveling distance when each condition is not satisfied for each of the plurality of conditions for each condition, When there is a satisfied condition among the plurality of conditions, the means for stopping the integration for the satisfied condition is reset and the integration for the condition that is not satisfied is continued. If any of the conditions is satisfied, the internal combustion engine is started assuming that the start condition is satisfied, and is compared with the predetermined threshold value using the integrated value before the reset for the condition satisfied as the integrated value. It may be a means for determining whether or not to continue the operation of the internal combustion engine until the warm-up of the catalyst is completed. Accordingly, it is possible to determine whether or not to perform catalyst warm-up based on an interval at which the same condition is satisfied among a plurality of conditions used as a start condition for the internal combustion engine. Here, when the interval at which the same condition is satisfied among a plurality of conditions is short, the driving characteristics of the driver, road conditions, etc. It can be considered that there is a high possibility of needing driving. Therefore, by determining whether or not to perform catalyst warm-up based on the interval at which the same condition is satisfied, it is possible to more appropriately suppress useless catalyst warm-up of the internal combustion engine.

  In the hybrid vehicle of the present invention, a predetermined value is used to determine the possibility that the internal combustion engine is started again after the internal combustion engine is controlled to stop and perform the electric running as the predetermined threshold. It can be the means used. By so doing, it is possible to make the determination as to whether or not to perform catalyst warm-up more appropriate.

  Furthermore, in the hybrid vehicle of the present invention, a secondary battery capable of exchanging electric power with the electric motor, and an electricity storage ratio calculating means for calculating an electricity storage ratio that is a ratio of the amount of electricity stored in the secondary battery to the total capacity. The control means completes warm-up when the storage ratio of the secondary battery by the storage ratio calculation means is less than a predetermined ratio even when the integrated value is equal to or greater than the predetermined threshold. It can be a means to continue the operation of the internal combustion engine. In this way, it is possible to determine whether or not to warm up the catalyst of the internal combustion engine in consideration of the possibility of starting the internal combustion engine and the storage ratio of the secondary battery. Here, the predetermined ratio is a ratio larger than the storage ratio of the secondary battery that needs to finish the electric travel and perform the hybrid travel, and it can be determined that the timing for switching to the hybrid travel is near by being lower than that. Ratios can be used.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 that is 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 electric travel priority mode performed by the hybrid electronic control unit 70 of the embodiment. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. It is a flowchart which shows an example of the warm-up execution permission routine based on request | requirement power Pd *. 4 is a flowchart showing an example of a warm-up execution permission routine based on a vehicle speed V. It is explanatory drawing which shows an example of the mode change of the request | requirement power Pd *, the power counter Cp, the vehicle speed V, the vehicle speed counter Cv, the storage ratio SOC of the battery 50, the operating state of the engine 22, and the warm-up execution permission flag F. . FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 that uses gasoline or light oil as fuel, an engine electronic control unit (hereinafter referred to as engine ECU) 24 that controls the drive of the engine 22, and a crank of the engine 22. A carrier 34 having a plurality of pinion gears 33 connected to the shaft 26 via dampers 28 is connected to a ring gear shaft 32a as a drive shaft connected to drive wheels 63a and 63b via a gear mechanism 60 and a differential gear 62. A power distribution integration mechanism 30 to which the ring gear 32 is connected, a motor MG1 configured as a synchronous generator motor, for example, and a rotor connected to a sun gear 31 of the power distribution integration mechanism 30, and a reduction gear configured as a synchronous generator motor, for example, for example. The rotor is connected to the ring gear shaft 32a via 35. Motor MG2, inverters 41 and 42 for driving motors MG1 and MG2, and a motor electronic control unit (hereinafter referred to as motor control unit) that controls driving of motors MG1 and MG2 by switching control of switching elements (not shown) of inverters 41 and 42. , A motor ECU) 40, a battery 50 configured as a lithium ion secondary battery, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing the battery 50, and a battery by converting the voltage of DC power 50, a DC / DC converter 56 to be supplied to AC 50, an AC / DC converter 58 for converting AC power into DC power, and a power cord 59, a charger 55 connected to a power line 54 to which a battery 50 is connected, and an engine ECU 24 And the motor ECU 40 and the battery ECU 52 And provided with the hybrid electronic control unit 70 that controls the whole vehicle, the by.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the engine 22. As shown in FIG. 2, the engine 22 sucks air purified by the air cleaner 122 through the throttle valve 124 and injects gasoline from the fuel injection valve 126 to mix the sucked air and gasoline. The air-fuel mixture is sucked into the combustion chamber via the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. 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 purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature that detects the temperature of cooling water in the engine 22. The cam position sensor 144 detects the cooling water temperature from the sensor 142, the in-cylinder pressure from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the rotational position of the camshaft that opens and closes the exhaust valve. , The throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, the air flow meter signal from the air flow meter 148 attached to the intake pipe, and the temperature sensor 1 also attached to the intake pipe 9, the catalyst temperature Tc from the catalyst temperature sensor 134 a attached to the purifier 134, the air-fuel ratio from the air-fuel ratio sensor 135 a, the oxygen signal from the oxygen sensor 135 b, etc. are input via the input port. . The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the 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 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 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 a storage ratio SOC as a ratio to the total capacity of the storage amount that can be discharged from the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50. Or the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, based on the calculated storage ratio SOC and the battery temperature Tb. 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 limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits 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. The hybrid electronic control unit 70 outputs a switching control signal to the AC / DC converter 58 of the charger 55, a switching control signal of the DC / DC converter 56, and the like via the output port. The hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  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. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Both can be considered as the engine operation mode.

  Further, in the hybrid vehicle 20 of the embodiment, the vehicle 22 is traveling so that the storage ratio SOC of the battery 50 is low enough to start the engine 22 sufficiently when reaching the home or a preset charging point. Controlling charging / discharging of the battery 50, controlling the DC / DC converter 56 and the AC / DC converter 58 by connecting the power cord 59 to a commercial power source after stopping the vehicle at home or at a preset charging point. Thus, the battery 50 is brought into a fully charged state or a predetermined charged state lower than the fully charged state by the electric power from the commercial power source. When the system is activated after the battery 50 is charged, the motor operation mode is reached until the storage ratio SOC of the battery 50 reaches a threshold value Shv (for example, 20%, 30%, etc.) set to such an extent that the engine 22 can be started. The vehicle travels by setting the electric travel priority mode in which the travel by electric power (priority travel) is prioritized, and after the storage ratio SOC of the battery 50 reaches the threshold value Shv, the travel by the engine operation mode (hybrid travel) is prioritized. Set the hybrid travel priority mode to travel and travel.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation in the electric travel priority mode will be described. FIG. 3 is a flowchart showing an example of a drive control routine in the electric travel priority mode executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) during the electric travel priority mode.

  When the drive control routine in the electric travel priority mode is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the motors MG1, MG2. , Nm1, Nm2, the storage ratio SOC of the battery 50, the input / output limits Win and Wout of the battery 50, the warm-up execution permission flag F, and other data necessary for control are 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. In addition, the storage ratio SOC of the battery 50 is calculated based on the integrated value of the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. 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 storage ratio SOC of the battery 50 and are input from the battery ECU 52 by communication. The warm-up execution permission flag F will be described later.

  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 Pd * required for the vehicle for traveling 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 Pd * 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 loss Loss as a 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, it is determined whether or not the engine 22 is stopped (step S120). When the engine 22 is stopped, it is determined whether or not the start condition of the engine 22 is not satisfied (step S120). S130). In this determination, whether or not each condition such as the condition that the required power Pd * set in step S110 is equal to or higher than the starting threshold value Pstart or the condition that the vehicle speed V input in step S100 is equal to or higher than the starting threshold value Vstart is determined. Each of the determinations is performed, and when any one of the conditions is satisfied, it is determined that the start condition of the engine 22 is satisfied, and when any of the conditions is not satisfied, it is determined that the start condition of the engine 22 is not satisfied. Here, the starting threshold value Pstart is set as a power that needs to be switched from the electric driving to the hybrid driving that uses the power from the engine 22 by starting the engine 22, and is the maximum power that can be output from the motor MG2. A slightly smaller power can be used. Further, the starting threshold value Vstart is set as a vehicle speed for protecting the power distribution and integration mechanism 30, particularly for preventing over-rotation of the pinion gear 33.

  When the starting condition of the engine 22 is not satisfied, it is determined that the electric travel can be continued, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S140), and the required torque Tr * is set to the gear of the reduction gear 35. The value divided by the ratio Gr is set as a torque command Tm2 * to be output from the motor MG2 (step S150), the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S160), and this routine is terminated. To do. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of switching elements (not shown) of the inverters 41 and 42 so that the torques of the torque commands Tm1 * and Tm2 * are output from the motors MG1 and MG2. By such control, it is possible to travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft.

  When the start condition of the engine 22 is satisfied in step S130, the engine 22 is started (step S170). Here, the engine 22 is started by outputting torque from the motor MG1 and outputting torque that causes the motor MG2 to cancel torque output to the ring gear shaft 32a as a drive shaft in accordance with the output of this torque. Is performed, and fuel injection control and ignition control are started when the rotational speed Ne of the engine 22 reaches a predetermined rotational speed (for example, 1000 rpm). During the start of the engine 22, the drive control of the motor MG2 is performed so that the required torque Tr * is output to the ring gear shaft 32a. That is, the torque to be output from the motor MG2 is the sum of the torque for outputting the required torque Tr * to the ring gear shaft 32a and the torque for canceling the torque acting on the ring gear shaft 32a when the engine 22 is cranked. Torque.

  When the engine 22 is started, the required power Pd * is set as the required power Pe * to be output from the engine 22, and the operating point at which the engine 22 is to be operated based on the required power Pe * and the operation line for operating the engine 22 efficiently. Target rotational speed Ne * and target torque Te * are set (step S180). FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Subsequently, using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio of the power distribution and integration mechanism 30 (the number of teeth of the sun gear / the number of teeth of the ring gear) ρ, A target rotation speed Nm1 * of MG1 is calculated, and a torque command Tm1 * to be output from the motor MG1 is calculated by Expression (2) based on the calculated target rotation speed Nm1 * and the input rotation 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. Here, 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. Yes, “k2” in the third term on the right side is the gain of the integral term.

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

  The deviation between the power limit (generated power) of the motor MG1 obtained by multiplying the output limit Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is the rotational speed of the motor MG2. The torque limit Tlim as the upper limit of the torque that may be output from the motor MG2 by dividing by Nm2 is calculated by the following equation (3) (step S200), the required torque Tr *, the torque command Tm1 *, and the power distribution and integration mechanism The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by using the gear ratio ρ of 30 by the equation (4) (step S210), and the temporary motor torque Tm2tmp is limited by the calculated torque limit Tlim. Torque command Tm2 * for motor MG2 is set (step S220). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft can be set as a torque limited by the output limit Wout of the battery 50. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S230), and this routine is terminated. To do. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection of the engine 22 so that the engine 22 is operated at an operating point (target operating point) composed of the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 * by performing control, ignition control, intake air amount adjustment control, etc., receives an inverter 41, so that the torque commands Tm1 *, Tm2 * are output from the motors MG1, MG2. 42 performs switching control of a switching element (not shown). Here, considering the case where the engine 22 is operated at an operation point composed of the target rotational speed Ne * and the target torque Te *, the required power Pd composed of the target rotational speed Ne * and the target torque Te * from the engine 22. * Is output, and the vehicle is driven by being converted into power composed of the rotational speed Nr of the ring gear shaft 32a as the drive shaft and the required torque Tr * by the power distribution and integration mechanism 30 and the two motors MG1 and MG2.

Tlim = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  When traveling using the power from the engine 22 is started in this way, the next time this routine is executed, it is determined in step S120 that the engine 22 is not stopped, and the engine 22 stop condition is not satisfied. It is determined whether or not (step S240). This determination determines whether or not the condition that the required power Pd * set in step S110 is less than the stop threshold value Pstop, the condition that the vehicle speed V input in step S100 is less than the stop threshold value Vstop, and the like are satisfied. When any one of the conditions is not satisfied, it is determined that the engine 22 stop condition is not satisfied, and when all the conditions are satisfied, it is determined that the engine 22 stop condition is satisfied. Here, the stop threshold value Pstop and the stop threshold value Vstop are slightly smaller than the start threshold value Pstart and the start threshold value Vstart for starting the engine 22, respectively, in order to give hysteresis to the start and stop of the engine 22. A value can be used. When the stop condition of the engine 22 is not satisfied, it is determined that the operation of the engine 22 should be continued, the required power Pd * is output from the engine 22, and the drive shaft is driven by the power distribution and integration mechanism 30 and the two motors MG1 and MG2. As a result, a target rotational speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 *, Tm2 of the motors MG1, MG2 are output so as to travel by outputting power consisting of the rotational speed Nr of the ring gear shaft 32a and the required torque T *. A process of setting * and transmitting it to the engine ECU 24 and the motor ECU 40 is executed (steps S180 to S230), and this routine is terminated.

  When the stop condition of the engine 22 is satisfied in step S240, it is determined whether or not the catalyst 22 has been warmed up (step S250), and whether or not the warm-up execution permission flag F is 1 (step S260). Respectively. Here, whether or not the catalyst warm-up of the engine 22 is incomplete is determined based on whether or not the catalyst warm-up of the purifier 134 is completed by a catalyst warm-up completion determination routine (not shown) executed by the engine ECU 24. The result was determined by inputting by communication. In this catalyst warm-up completion determination routine, the catalyst temperature Tc from the temperature sensor 134a attached to the purifier 134 is compared with the lower limit temperature of the temperature range in which the catalyst is activated, and the catalyst temperature Tc is less than the lower limit temperature. The catalyst warm-up is determined to be incomplete, and the catalyst warm-up is determined to be complete when the catalyst temperature Tc is equal to or higher than the lower limit temperature. The warm-up execution permission flag F is set to a value 0 indicating that warm-up execution is not permitted by an initialization routine (not shown) at the time of system startup, and the warm-up execution permission routine executed by the hybrid electronic control unit 70 The value is set to 1 when execution of warm-up is permitted. The details of the warm-up execution permission routine will be described later.

  When the catalyst warm-up of the engine 22 is incomplete and the warm-up execution permission flag F is 1, the engine warm-up rotation speed is set to the target rotation speed Ne * of the engine 22 to perform the catalyst warm-up. A predetermined rotation speed Nset (for example, 1000 rpm, 1200 rpm, etc.) set in advance is set, a value 0 is set to the target torque Te * and transmitted to the engine ECU 24 (step S270), and a value is set to the torque command Tm1 * of the motor MG1. A value obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set to the torque command Tm2 * of the motor MG2, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 ( Steps S140 to S160), this routine is finished. By such control, the engine 22 can travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft in a state where the engine 22 is independently operated for warming up the catalyst. In order to promote catalyst warm-up, the engine 22 is operated during the self-sustaining operation by retarding the ignition timing from that during normal operation or increasing the throttle opening to increase the intake air amount. It is good also as what transmits an instruction | indication to engine ECU24.

  On the other hand, when the catalyst warm-up of the engine 22 has been completed, or when the catalyst warm-up has not been completed but the warm-up execution permission flag F is 0, the operation of the engine 22 is stopped (step S280). The torque command Tm1 * of the motor MG1 is set to a value 0 and the torque command Tm2 * obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35 is set as the torque command Tm1 *, Tm2 * is transmitted to the motor ECU 40 (steps S140 to S160), and this routine ends. As a result, when the warm-up execution permission flag F is not set to the value 1 even if the catalyst warm-up of the engine 22 is not completed, the operation of the engine 22 is stopped without performing a self-sustained operation for warming up the catalyst. Will be. By such control, it is possible to return to the electric travel again and travel by outputting the required torque Tr * from the motor MG2 to the ring gear shaft 32a as the drive shaft.

  Next, a warm-up execution permission routine for setting the warm-up execution permission flag F will be described. 6 and 7 are flowcharts showing an example of a warm-up execution permission routine that is executed simultaneously when the drive control routine in the electric travel priority mode is being executed by the hybrid electronic control unit 70. FIG. FIG. 7 shows a warm-up execution permission routine based on the vehicle speed V. FIG. First, a warm-up execution permission routine based on the required power Pd * will be described. These routines are also repeatedly executed every predetermined time (for example, every several milliseconds).

  When the warm-up execution permission routine based on the required power Pd * in FIG. 6 is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the required power Pd * set in the drive control routine in the electric travel priority mode. It is determined whether or not it is equal to or greater than the threshold value Pstart (step S400). When the required power Pd * is less than the starting threshold value Pstart, the power counter Cp is incremented by 1 (step S410), and this routine is terminated. As a result, the power counter Cp increases as the required power Pd * is less than the starting threshold value Pstart. Therefore, the power counter Cp continues to have the required power Pd * less than the starting threshold value Pstart. The accumulated travel time is accumulated. On the other hand, when the required power Pd * is equal to or greater than the start threshold value Pstart, the count-up is stopped, whether or not the power counter Cp is less than the threshold value Cref (step S420), and whether the storage ratio SOC is equal to or greater than the threshold value Shv1. Whether or not (step S430) is determined. Here, the threshold value Cref is set as a threshold value for determining a possibility that the engine 22 once started in the drive control routine in the electric travel priority mode drive control is stopped and then started again, and details will be described later. To do. Further, the threshold value Shv1 is a ratio (for example, 40% or 50%) larger than the threshold value Shv as a threshold value for determining that the timing for switching to the hybrid travel priority mode is approaching based on the storage ratio SOC of the battery 50. Is set to When the power counter Cp is less than the threshold value Cref, or when the power counter Cp is greater than or equal to the threshold value Cref but the power storage ratio SOC is less than the threshold value Shv1, the warm-up execution permission flag F is set to 1 (step) S440). Thus, the catalyst warm-up can be executed in the drive control routine in the electric travel priority mode. When the value 1 is set to the warm-up execution permission flag F in this way, the process waits for the required power Pd * to be less than the stop threshold value Pstop (step S450), and resets the power counter Cp to the value 0 (step S460). ), This routine is terminated. On the other hand, when the power counter Cp is greater than or equal to the threshold Cref and the storage rate SOC is greater than or equal to the threshold Shv1, the required power Pd * is less than the stop threshold Pstop without setting the value 1 to the warm-up execution permission flag F. (Step S450), the power counter Cp is reset to 0 (step S460), and this routine is terminated. As a result, the warm-up execution permission flag F remains at 0, and the self-sustained operation of the engine 22 for warming up the catalyst is not executed in the drive control routine in the electric travel priority mode.

  Here, as described above, since the power counter Cp is obtained by integrating the traveling time during which the required power Pd * is less than the start threshold value Pstart, the value of the power counter Cp is small. It can be considered that the required power Pd * is likely to exceed the starting threshold value Pstart due to the driving characteristics of the driver, road conditions, etc. because the time during which the required power Pd * is less than the starting threshold value Pstart is relatively short. it can. For this reason, it can be expected that the engine 22 once started is likely to be started again after being stopped. On the other hand, when the value of the power counter Cp is large, it is considered that the time during which the state in which the required power Pd * is less than the start threshold value Pstart continues is relatively long and the required power Pd * does not easily exceed the start threshold value Pstart. be able to. For this reason, it can be expected that the possibility that the engine 22 once started will be started again after being stopped is low. When it is predicted that the engine 22 is likely to be started again, even if the engine 22 is stopped after the self-sustaining operation for warming up the catalyst, it is unlikely that the engine 22 will be wasted. When it is predicted that the possibility that the engine 22 will be started again is low, if the engine 22 is stopped after the self-sustained operation for warming up the catalyst, the catalyst temperature Tc falls below the activation temperature due to the continued electric running thereafter. There is a high possibility of unnecessary catalyst warm-up. From these facts, it is possible to determine the possibility that the engine 22 will be started again by determining the length of the running time during which the required power Pd * is less than the start threshold value Pstart, that is, the power counter Cp. The threshold value Cref is set in advance as a threshold value based on experience or the like. Therefore, when the power counter Cp is less than the threshold value Cref, the warm-up execution permission flag F is set to a value of 1 to allow the independent operation for catalyst warm-up, and when the power counter Cp is greater than or equal to the threshold value Cref, the storage rate SOC Is not less than the threshold value Shv1, the warm-up execution permission flag F remains at the value 0 and the independent operation for catalyst warm-up is not permitted. Further, even when the power counter Cp is equal to or greater than the threshold Cref, if the power storage ratio SOC is less than the threshold Shv1, it can be determined that the timing for switching to the hybrid travel priority mode is approaching, and wasteful catalyst warm-up can be achieved. Therefore, the value 1 is set in the warm-up execution permission flag F. For these reasons, it is possible to suppress unnecessary catalyst warm-up of the engine 22 and improve fuel efficiency.

  Next, the warm-up execution permission routine based on the vehicle speed V in FIG. 7 will be described. In this routine, the same process as the routine of FIG. 6 is performed except that the vehicle speed V is used instead of the required power Pd *. Therefore, the same process as the routine of FIG. To do. When the warm-up execution permission routine based on the vehicle speed V is executed, it is determined whether or not the vehicle speed V is equal to or higher than the starting threshold value Vstart (step S400a), and if it is less than the starting threshold value Vstart, the vehicle speed counter Cv is counted by a value of 1. Up (step S410a), and this routine ends. For this reason, the vehicle speed counter Cv is obtained by integrating the time during which the vehicle speed V is kept below the start threshold value Vstart, similarly to the power counter Cp. On the other hand, when the vehicle speed V is equal to or higher than the starting threshold value Vstart, the count-up is not performed, and when the vehicle speed counter Cv is less than the threshold value Cref (step S420a), When the value is less than the threshold value Shv1 (step S430), a value 1 is set to the warm-up execution permission flag F (step S440). Thus, when the warm-up execution permission flag F is set to 1 or when the vehicle speed counter Cv is equal to or greater than the threshold value Cref and the power storage ratio SOC is equal to or greater than the threshold value Shv1, it waits for the vehicle speed V to become less than the stop threshold value Vstop. (Step S450a), the counter Cv is reset to 0 (step S460a), and this routine ends. When it is predicted that the engine 22 is unlikely to be started again based on the vehicle speed V by executing this routine, the warm-up execution permission flag F has a value of 0 except when the storage ratio SOC is less than the threshold value Shv1. When it is assumed that there is a high possibility that the engine 22 will be started again based on the vehicle speed V, the value 1 is set in the warm-up execution permission flag F.

  Here, the warm-up execution permission routine of FIGS. 6 and 7 is executed individually for each condition used for the start condition of the engine 22, and count-up, count-up stop and reset are performed independently of each other. Therefore, even if the required power Pd * is equal to or higher than the start threshold value Pstart and the engine 22 is started and in operation, if the vehicle speed V is less than the start threshold value Vstart, the vehicle speed counter Cv continues to be counted up. Even if the vehicle speed V is equal to or higher than the starting threshold value Vstart and the engine 22 is started and in operation, if the required power Pd * is less than the starting threshold value Pstart, the power counter Cp continues to count up. That is, each counter counts the time during which each of the corresponding start conditions of the engine 22 is not satisfied, so that each counter value is compared with the threshold value Cref as described above. It is possible to predict the possibility that the engine 22 will be started due to the establishment of the condition. For this reason, even if the engine 22 is repeatedly started, if different conditions are accidentally satisfied, the values of the counters are large and are determined to be equal to or greater than the threshold value Cref. The warming-up execution permission flag F is kept at the value 0 because it is predicted that the possibility of starting 22 again is low. On the other hand, if any of the conditions is repeatedly established, the value of the counter corresponding to the condition is small and is determined to be less than the threshold value Cref, so that the engine 22 may be started again. Is expected to be high, and the warm-up execution permission flag F is set to a value of 1. In this way, by executing the warm-up execution permission routine individually for each condition used as the engine 22 start condition, it is possible to predict the possibility that the engine 22 will be started when each condition is satisfied. Thus, the possibility of starting the engine 22 can be predicted with higher accuracy. Therefore, useless catalyst warm-up of the engine 22 can be suppressed more appropriately.

  FIG. 8 shows an example of how the required power Pd *, the power counter Cp, the vehicle speed V, the vehicle speed counter Cv, the storage ratio SOC of the battery 50, the operating state of the engine 22 and the warm-up execution permission flag F change over time. It is explanatory drawing. Note that the starting threshold value Pstart and the stopping threshold value Pstop were set to constant values. As shown in the figure, after the system is started, the engine 22 is electrically driven without starting until the time T1 when the required power Pd * becomes equal to or greater than the starting threshold value Pstart. Meanwhile, the power counter Cp and the vehicle speed counter Cv increase with the passage of time. When the engine 22 is started at time T1, the power counter Cp is equal to or greater than the threshold value Cerf and the power storage ratio SOC is equal to or greater than the threshold value Shv1, so the warm-up execution permission flag F remains at 0. For this reason, the engine 22 is stopped at the time T2 when the required power Pd * falls below the stop threshold value Pstop, and the independent operation for warming up the catalyst is not performed. The power counter Cp is counted up again after being reset to the value 0 at time T2, and the vehicle speed counter Cv is not reset but continues counting up. Next, the engine 22 is started again at time T3 when the vehicle speed V becomes equal to or higher than the starting threshold value Vstart. However, since the vehicle speed counter Cv is equal to or higher than the threshold value Cref and the power storage ratio SOC is equal to or higher than the threshold value Shv1, The machine execution permission flag F remains at 0. For this reason, the engine 22 is stopped at the time T4 when the vehicle speed V falls below the stop threshold value Vstop, and the autonomous operation for warming up the catalyst is not performed. Note that the vehicle speed counter Cv is reset to 0 at time T4 and then counted up again, and the power counter Cp is not reset and continues counting up. Then, the engine 22 is started again at time T5 when the required power Pd * becomes equal to or higher than the starting threshold value Pstart. At this time, since the power counter Cp is less than the threshold value Cref and it can be determined that there is a low possibility of wasted catalyst warm-up, the value 1 is set in the warm-up execution permission flag F. For this reason, the engine 22 is not stopped even at time T6 when the required power Pd * becomes less than the stop threshold value Pstop, and is stopped after continuing the self-sustaining operation until time T7 when the catalyst warm-up is completed.

  According to the hybrid vehicle 20 of the embodiment described above, either the condition that the required power Pd * is equal to or higher than the start threshold value Pstart or the condition that the vehicle speed V is equal to or higher than the start threshold value Vstart is satisfied during the electric travel priority mode. When the start condition of the engine 22 is established, the engine 22 is started and controlled to perform hybrid running. When the required power Pd * is less than the start threshold value Pstart, the power counter Cp and the vehicle speed V are started. When the value of the counter corresponding to the established condition among the vehicle speed counter Cv that counts up when it is less than the threshold value Vstart is less than the threshold value Cref for determining the possibility of restarting the engine 22, When the condition for stopping the engine 22 is satisfied during hybrid travel The self-sustained operation of the engine 22 is continued until the catalyst warm-up is completed. When the value of the counter corresponding to the established condition is equal to or greater than the threshold value, the execution of the catalyst warm-up is not permitted and the stop condition is established during hybrid travel. Since the engine 22 is sometimes stopped, when it is predicted that the engine 22 is unlikely to be started again, the autonomous operation for warming up the catalyst is not performed, and unnecessary fuel warm-up is suppressed to improve fuel efficiency. Can be planned.

  In the hybrid vehicle 20 of the embodiment, the warm-up execution permission routine based on the two conditions of the engine 22 start condition, the condition based on the required power Pd * and the condition based on the vehicle speed V, is executed to execute the catalyst warm-up. Although it is determined to determine whether or not it is permitted, the present invention is not limited to this, and it is possible to determine whether or not to perform catalyst warm-up by executing a warm-up execution permission routine based on one of two conditions. When there are other conditions such as conditions that require heating of the passenger compartment as the starting conditions of the engine 22, for example, a warm-up execution permission routine based on three or more conditions including such conditions is executed, respectively. The warming-up execution permission / prohibition may be determined. Or it is not restricted to what performs the warming-up execution permission routine based on each condition among the starting conditions of the engine 22, respectively, and determines execution permission / denial of catalyst warm-up, It is based only on the starting conditions of the engine 22 having been satisfied. It may be determined whether the catalyst warm-up is permitted or not. In this case, for example, the running time or the running distance during electric running from when the system is started until the start condition of the engine 22 is satisfied, or the stop condition of the engine 22 is satisfied during the hybrid run, and then the start condition is satisfied. The running time and the running distance during the electric running until the start is counted, and the execution of the catalyst warm-up is permitted by comparing the count value with a threshold value for determining the possibility that the engine 22 is started again. It is good also as what determines.

  In the hybrid vehicle 20 of the embodiment, the power counter Cp and the vehicle speed counter Cv are in a state where the required power Pd * is less than the start threshold value Pstart by repeatedly executing the warm-up execution permission routine of FIGS. The travel time during which the vehicle speed V is continued or the travel time during which the vehicle speed V is less than the start threshold value Vstart is integrated. However, the present invention is not limited to this, and the state where the required power Pd * is less than the start threshold value Pstart. It is also possible to integrate the distance traveled and the distance traveled where the vehicle speed V is kept below the starting vehicle speed Vstart. In this case, for example, when the state where the required power Pd * is less than the start threshold value Pstart is continued for a predetermined distance, the power counter Cp is counted up. That's fine.

  In the hybrid vehicle 20 of the embodiment, even if the power counter Cp and the vehicle speed counter Cv are greater than or equal to the threshold Cref in the warm-up execution permission routine of FIGS. 6 and 7, the storage ratio SOC of the battery 50 is less than the threshold Shv1. If the warm-up execution permission flag F is set to a value of 1, the present invention is not limited to this. When the power counter Cp and the vehicle speed counter Cv are equal to or greater than the threshold Cref, the warm-up execution permission is permitted regardless of the state of the power storage ratio SOC. The flag F may be kept at 0. In this case, when the power storage ratio SOC is less than the threshold value Shv1, the timing for switching to the hybrid travel priority mode is approaching, so that the catalyst warm-up is executed when the engine 22 is started by switching to the hybrid travel priority mode. That's fine.

  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. 9) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2 are provided. However, an engine that can output power for traveling, a motor that can output power for traveling, Any configuration can be used as long as it is a hybrid vehicle equipped with a 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 engine 22 having the purifier 134 attached to the exhaust system corresponds to the “internal combustion engine”, the motor MG2 corresponds to the “electric motor”, and the power is used when the required power Pd * is less than the start threshold value Pstart. Counting up the counter Cp and resetting the power counter Cp when the required power Pd * once greater than or equal to the start threshold Pstart becomes less than the stop threshold Pstop. Warm-up execution permission based on the required power Pd * in FIG. The routine of steps S400, 410, S450, and 460 and when the vehicle speed V is less than the start threshold value Vstart, the vehicle speed counter Cv is counted up, and the vehicle speed V once exceeding the start threshold value Vstart is less than the stop threshold value Pstop. The warm-up execution permission based on the vehicle speed V in FIG. The hybrid electronic control unit 70 that executes the processes of steps S400a, 410a, 450a, and 460a of the engine corresponds to “integrating means”, and when the power counter Cp and the vehicle speed counter Cv are less than the threshold value Cref or the power counter Cp Steps S420 to S440, 420a of the warm-up execution permission routine of FIGS. 6 and 7 that set the value 1 to the warm-up execution permission flag F when the vehicle speed counter Cv is equal to or greater than the threshold value Cref and the storage ratio SOC is less than the threshold value Shv1. When the processing of ˜440 and the starting condition of the engine 22 are satisfied, the engine 22 is started and the target rotational speed Ne * and the target torque Te * are set, the torque command Tm2 * of the motor MG2 is set, or the engine 22 is stopped. If the warm-up execution permission flag F is 0 when the condition is satisfied, the engine 22 is stopped. Or when the warm-up execution permission flag F is 1, the hybrid electronic control unit 70 executes the drive control routine of FIG. 3 for operating the engine 22 independently for warming up the catalyst, and the received control signal The engine ECU 24 that controls the engine 22 based on the above and the motor ECU 40 that controls the motor MG2 based on the received torque command Tm2 * correspond to “control means”. Further, the battery 50 corresponds to a “secondary battery”, and a storage ratio SOC, which is a ratio of the stored amount stored in the battery 50 to the total capacity, is calculated based on the integrated value of the charge / discharge current detected by the current sensor. The battery ECU 52 corresponds to “power storage ratio calculation means”.

  Here, in the hybrid vehicle, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and is any type of internal combustion engine such as a hydrogen engine. It doesn't matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and various secondary batteries such as a nickel hydride secondary battery, a nickel cadmium secondary battery, and a lead storage battery are used. Can do. The “power storage ratio calculation means” is not limited to the one that calculates the power storage ratio SOC of the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor, but based on the voltage between the terminals of the battery 50. Anything may be used as long as it calculates the ratio of the amount of stored electricity stored in the secondary battery to the total capacity.

  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.

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear Shaft, 33 Pinion gear, 34 Carrier, 35 Reduction gear, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 51 Temperature sensor, 52 Battery electronic control unit ( Battery ECU), 54 power line, 55 charger, 56 DC / DC converter, 58 AC / DC converter, 59 power cord, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 6 4a, 64b wheels, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake Pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 134a Catalyst temperature sensor, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 , Throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 143 pressure sensor, 144 cam position Sensor, 146 a throttle valve position sensor, 148 an air flow meter, 149 temperature sensor, 150 a variable valve timing mechanism, MG1, MG2 motor.

Claims (7)

A hybrid vehicle comprising a purification device having a purification catalyst attached to an exhaust system and capable of outputting traveling power, and an electric motor capable of outputting traveling power,
Sheet controlled to a system boot to motor travel travels only by the power from the electric motor, when the start condition of the internal combustion engine in the electric travel is established, and starting the internal combustion engine and the internal combustion engine and the electric motor Control means for controlling the vehicle to travel hybridly using power from
Integrating means for integrating the travel time or travel distance when the starting condition of the internal combustion engine is not satisfied;
When the start condition of the internal combustion engine is satisfied, if the integrated value obtained by integration of the integration means is less than a predetermined threshold before the start condition is satisfied, the catalyst is allowed to warm up, A warm-up permission determination unit that does not permit warm-up of the catalyst when an integrated value obtained by integration of the integration unit before the start condition is satisfied is equal to or greater than the predetermined threshold;
With
Wherein, when the stop condition of the internal combustion engine during the previous SL hybrid travel is established, when the warm-up of the catalyst is permitted, the operation of the internal combustion engine until warm-up of the catalyst is completed If the catalyst is not allowed to warm up, the hybrid vehicle is controlled so that the internal combustion engine is stopped and the electric running is performed even if the catalyst is not warmed up.   The hybrid vehicle according to claim 1, wherein the control means is a means that uses a condition that a required power required for traveling is equal to or greater than a starting power as the starting condition.   The hybrid vehicle according to claim 1, wherein the control unit is a unit that uses a condition in which a vehicle speed is equal to or higher than a starting vehicle speed as the start condition. The hybrid vehicle according to any one of claims 1 to 3, wherein a plurality of conditions are used as the starting conditions.
The integrating means integrates the traveling time or the traveling distance when each condition is not satisfied for each of the plurality of conditions for each condition, and when there is a satisfied condition among the plurality of conditions, It is a means to stop integration, reset and continue integration for conditions that are not satisfied,
The control means is means for starting the internal combustion engine by assuming that the start condition is satisfied if any one of the plurality of conditions is satisfied ,
The warm-up permission determination unit is a unit that determines whether the catalyst is warm-up by comparing with the predetermined threshold value using the integrated value before reset for the condition established as the integrated value. . It not 請 Motomeko 1 Ru with a preset value to determine the likelihood that the internal combustion engine is started again after controlling to said stop engine electric travel as before Symbol predetermined threshold 4 The hybrid vehicle described in any one of the items. A hybrid vehicle according to any one of claims 1 to 5,
A secondary battery capable of exchanging electric power with the electric motor;
A storage ratio calculation means for calculating a storage ratio that is a ratio of the stored amount of power stored in the secondary battery to the total capacity;
With
Even if the control unit is not allowed to warm up the catalyst, if the storage rate of the secondary battery by the storage rate calculation unit is less than a predetermined rate, the warming up of the catalyst is completed. A hybrid vehicle which is means for continuing the operation of the internal combustion engine. The hybrid vehicle according to any one of claims 1 to 6, wherein the control means is means for allowing the internal combustion engine to operate independently while waiting for completion of warm-up of the catalyst.

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