JP6512116B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle, and more particularly to a vehicle including an engine and a particulate filter that collects particulate matter contained in exhaust gas from the engine.

  Conventionally, as an internal combustion engine system, one having an engine and a particulate filter has been proposed (see, for example, Patent Document 1). The particulate filter collects particulate matter contained in the exhaust of the engine. In this internal combustion engine system, when it is determined that the temperature of the particulate filter is excessively increased if fuel cut is performed at the time of deceleration, the fuel cut is prohibited at the time of deceleration. As a result, the supply of air containing a large amount of oxygen to the particulate filter is suppressed, and the excessive temperature rise of the particulate filter is suppressed.

JP 2011-99451 A

  In a vehicle equipped with the above-mentioned internal combustion engine system, if fuel cut is prohibited at the time of deceleration request, temperature rise of the particulate filter is suppressed, but braking torque by so-called engine brake does not act on the vehicle. It will not be possible to act on the vehicle. Therefore, it is desired to apply a deceleration demand torque to the vehicle while suppressing the temperature rise of the particulate filter.

  The vehicle according to the present invention has as its main object to secure a torque required for deceleration while suppressing the temperature rise of the particulate filter.

  The vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The vehicle of the present invention is
An engine that outputs power to a drive shaft connected to an axle;
A particulate filter that collects particulate matter contained in exhaust gas from the engine;
Braking force applying means for applying a braking force to the vehicle;
Control means for controlling the engine so that fuel supply to the engine is stopped when deceleration is requested;
A vehicle comprising
The control means applies the braking force based on the required decelerating power based on the decelerating required torque required by the vehicle, even if the decelerating request is satisfied, that the predetermined condition that the particulate filter is excessively heated is satisfied. When the maximum braking power of the means is larger, the stopping of the fuel supply to the engine is prohibited, and the braking force application means is controlled so that the deceleration required torque is applied to the vehicle.
Make it a gist.

  In the vehicle of the present invention, the engine is controlled such that fuel supply to the engine is stopped when deceleration is required. And, even at the time of deceleration request, the predetermined condition that the particulate filter overheats is satisfied, and the maximum braking power of the braking force application means is more than the required deceleration power based on the deceleration required torque required for the vehicle When it is large, the stop of the fuel supply to the engine is prohibited, and the braking force application means is controlled so that the deceleration required torque is applied to the vehicle. Thereby, the deceleration required torque can be applied to the vehicle while suppressing the temperature rise of the particulate filter.

  In the vehicle according to the present invention, the predetermined condition is a first condition in which the deposition amount of particulate matter in the particulate filter is equal to or more than a predetermined amount, and fuel supply to the engine is stopped at the temperature of the particulate filter. And a second condition which is equal to or higher than the allowable temperature at that time.

  In the vehicle according to the present invention, the vehicle further comprises: an electric motor for outputting power to the drive shaft; and a battery for exchanging electric power with the electric motor, wherein the control means stops the fuel supply to the engine at the time of the deceleration request. Control the electric motor and the braking force application means so that the required decelerating power is given to the vehicle, and the predetermined condition is satisfied even at the time of the decelerating request, and the required decelerating power When the maximum braking power is larger, the stopping of the fuel supply to the engine is prohibited, and the electric motor and the braking force application means are controlled so that the deceleration required torque is applied to the vehicle. It is also good. In this case, even when the deceleration request is made, the predetermined condition is satisfied, and the required deceleration power is larger than the input restriction of the battery and the maximum braking power is larger than the required deceleration power. The stopping of the fuel supply to the engine may be prohibited, and the electric motor and the braking force application means may be controlled such that the deceleration required torque is applied to the vehicle. Here, the "battery input limitation" refers to the allowable charging power that allows charging of the battery.

  In the vehicle according to the present invention, the braking force application means applies a friction force to the wheels to apply a friction force to the vehicle, and a brake provided on the exhaust pipe of the engine. An exhaust brake for applying a braking force, and the control means holds the predetermined condition even when the deceleration is requested, and the maximum braking power of the friction brake is larger than the requested deceleration power And stopping the fuel supply to the engine when the required decelerating power is equal to or less than the sum of the maximum braking power of the friction brake and the maximum braking power of the exhaust brake, and prohibiting the friction brake and the exhaust The braking force application means may be controlled such that the braking force is applied to the vehicle with the operation of the brake.

FIG. 1 is a block diagram schematically showing a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 6 is a flowchart showing an example of a deceleration request control routine executed by the CPU of the HVECU 70. FIG. It is a flowchart which shows an example of the deceleration request time control routine of a modification. FIG. 6 is a timing chart showing an example of a time change of the required decelerating power Pp * and each flag when the decelerating request control routine of the modification of FIG. 3 is executed; FIG. It is a flowchart which shows an example of the deceleration request time control routine of the other modification. It is a flowchart which shows an example of the deceleration request time control routine of the other modification.

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

  FIG. 1 is a block diagram schematically showing the configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment is, as shown in FIG. 1, an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a hydraulic brake device 90, and a hybrid electronic control unit (Hereinafter referred to as "HVECU") 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil or the like as a fuel. The exhaust pipe of the engine 22 has an exhaust purification device (purification catalyst (three-way catalyst) for purifying harmful components of carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx) in exhaust gas Device) 23a is attached. An exhaust valve 23b is attached to the upstream side of the exhaust purification device 23a, and the rotation of the engine 22 is suppressed by applying a braking force to the drive shaft 36 by reducing the opening degree of the exhaust valve 23b. it can. The braking force applied to the drive shaft 36 by the operation of the exhaust valve 23b is referred to as "exhaust brake". On the downstream side of the exhaust gas purification device 23a, a gasoline particulate filter (hereinafter, referred to as "GPF") 23c for collecting particulate matter in the exhaust gas is attached. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

Signals from various sensors necessary for operation control of the engine 22 are input to the engine ECU 24 from the input port. The following can be mentioned as a signal inputted into engine ECU24.
· Crank angle θcr from a crank position sensor that detects the rotational position of the crankshaft 26 of the engine 22
· Throttle opening TH from a throttle valve position sensor that detects the position of the throttle valve
· Exhaust pressure Pe1, Pe2 from the upstream pressure sensor 23e and the downstream pressure sensor 23f for detecting the pressure of exhaust on the upstream side and downstream side of the GPF 23c
・ GPF temperature Tgpf from temperature sensor 23g which detects temperature of GPF 23c

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. The following can be mentioned as a signal outputted from engine ECU24.
· A drive control signal to the throttle motor which adjusts the position of the throttle valve · A drive control signal to the fuel injection valve · A drive control signal to the ignition coil integrated with the igniter · A drive control signal to the exhaust valve 23b

  The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 according to a control signal from the HVECU 70, and outputs data regarding the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the angular velocity and the number of rotations of the crankshaft 26, that is, the number of rotations Ne, based on the crank angle θcr from the crank position sensor. The engine ECU 24 also calculates the deposition amount Vpn of particulate matter deposited on the GPF 23c based on the difference between the exhaust pressure Pe1 from the upstream pressure sensor 23e and the exhaust pressure Pe2 from the downstream pressure sensor 23f. There is.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected to a drive shaft 36 connected to the drive wheels 38 a and 38 b via a differential gear 37. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as a synchronous generator motor, and includes a rotor having permanent magnets embedded in a rotor core, and a stator having a three-phase coil wound around the stator core. As described above, the rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. Similar to the motor MG1, the motor MG2 is configured as a synchronous generator-motor, and includes a rotor having permanent magnets embedded in a rotor core, and a stator having a three-phase coil wound around the stator core. The rotor of the motor MG2 is connected to the drive shaft 36. The inverters 41 and 42 are connected to the power line 54 together with the battery 50. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centering on a CPU, and in addition to the CPU, includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. .

Signals from various sensors necessary to drive and control the motors MG1 and MG2 are input to the motor ECU 40 via the input port. The following can be mentioned as a signal inputted into motor ECU40.
· Rotational positions θm1 and θm2 from the rotational position detection sensor that detects the rotational positions of the rotors of the motors MG1 and MG2
· Phase current from a current sensor that detects current flowing in each phase of motors MG1 and MG2

  A switching control signal or the like to switching elements (not shown) of the inverters 41 and 42 is output from the motor ECU 40 through an output port.

  The motor ECU 40 is connected to the HVECU 70 via the communication port, controls driving of the motors MG1 and MG2 according to a control signal from the HVECU 70, and outputs data on the driving state of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensor.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery. The battery 50 is connected to the power line 54 together with the inverters 41 and 42 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. .

Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through the input port. The following can be mentioned as a signal inputted into battery ECU52.
・ Battery voltage Vb from voltage sensor installed between terminals of battery 50
· Battery current Ib from a current sensor attached to the output terminal of battery 50 (a positive value when discharging from battery 50)
Battery temperature Tb from a temperature sensor attached to the battery 50

  The battery ECU 52 is connected to the HVECU 70 via the communication port, and outputs data on the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. Further, the battery ECU 52 calculates input / output limits Win and Wout based on the calculated storage ratio SOC and the battery temperature Tb from the temperature sensor. Input limit Win is an allowable charge power that may charge battery 50, and output limit Wout is an allowable discharge power that may be discharged from battery 50.

  The hydraulic brake device 90 includes brake wheel cylinders 96a to 96d attached to the drive wheels 38a and 38b and the driven wheels 38c and 38d, and a brake actuator 93. The brake actuator 93 is configured as an actuator for applying a braking force to the drive wheels 38a and 38b and the driven wheels 38c and 38d. The brake actuator 93 is a braking force corresponding to the share of the hydraulic brake device 90 among the braking forces applied to the vehicle based on the pressure (brake pressure) of the master cylinder 92 generated according to the depression of the brake pedal 85 and the vehicle speed V. The hydraulic pressure of the brake wheel cylinders 96a, 96b, 96c, 96d is adjusted so that the pressure acts on the drive wheels 38a, 38b and the driven wheels 38c, 38d. Hereinafter, the braking force applied to the drive wheels 38a and 38b and the driven wheels 38c and 38d by the operation of the brake actuator 93 is referred to as a "friction brake". The brake actuator 93 is controlled by a brake electronic control unit (hereinafter referred to as "brake ECU") 94.

Although not shown, the brake ECU 94 is configured as a microprocessor with a CPU at its center, and in addition to the CPU, it has a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port. . Signals from various sensors necessary to drive and control the brake actuator 93 are input to the brake ECU 94 via the input port. The following can be mentioned as a signal inputted into brake ECU94.
· Master cylinder pressure from a pressure sensor (not shown) attached to master cylinder 92 (brake depression force Fb)
. Wheel speeds from wheel speed sensors 98a to 98d attached to the drive wheels 38a and 38b and the driven wheels 38c and 38d

   A drive control signal to the brake actuator 93 and the like are output from the brake ECU 94 via an output port.

   The brake ECU 94 is connected to the HVECU 70 via a communication port, controls driving of the brake actuator 93 according to a control signal from the HVECU 70, and outputs data on the state of the brake actuator 93 to the HVECU 70 as necessary.

   Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, besides the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port.

Signals from various sensors are input to the HVECU 70 through input ports. The following can be mentioned as a signal inputted into HVECU70.
Ignition signal from ignition switch 80 Shift position SP from shift position sensor 82 for detecting the operating position of shift lever 81
· The accelerator opening Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83
· The brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85
· Vehicle speed V from vehicle speed sensor 88

   As described above, the HVECU 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.

   The hybrid vehicle 20 of the embodiment configured in this manner travels in a traveling mode such as a hybrid traveling mode (HV traveling mode) or an electric traveling mode (EV traveling mode). The HV traveling mode is a traveling mode in which the vehicle travels with the operation of the engine 22 and the driving of the motors MG1 and MG2. The EV travel mode is a travel mode in which the engine 22 is stopped and the motor MG2 is driven to travel.

  In hybrid vehicle 20, the brake pedal position from brake pedal position sensor 86 or when accelerator opening Acc from accelerator pedal 83 attains a value of 0 or a value near 0 during traveling in the HV traveling mode When BP becomes larger than 0 (when the brake is on), that is, when deceleration is requested, basically, the fuel supply to the engine 22 is stopped (fuel cut) and so-called engine brake and regeneration by the motor MG2 The braking request and the friction brake are applied to the hybrid vehicle 20 as needed to execute a deceleration request control to decelerate the vehicle.

  In the deceleration request control, the required torque Tp * (in this case, the braking torque) of the drive shaft 36 is set based on the brake pedal position BP, the vehicle speed V, the shift position SP and the remaining capacity SOC, and fuel supply to the engine 22 A fuel cut command is sent to the engine ECU 24 so as to be stopped, and a torque command Tm1 * to be output from the motor MG1 to motor the engine 22 is set. Then, temporary torque Tm2 tmp (= Tp * + Tm1 * / ρ) of motor MG2 is set using required torque Tp *, torque command Tm1 * set and gear ratio プ ラ of planetary gear 30, and temporary torque Tm2 tmp is input limited Win The torque command Tm2 * of the motor MG2 is set, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. Then, the torque command Tm2 * is subtracted from the required torque Tp * to set the torque command Tb * of the hydraulic brake device 90. Then, inverters 41 and 42 are controlled such that motors MG1 and MG2 drive torque commands Tm1 * and Tm2 *, and when torque command Tb * is not 0, the braking torques of brake wheel cylinders 96a to 96d are driven. When converted to the shaft 36, the brake actuator 93 is driven such that the torque corresponds to the torque command Tb *. Such control may also be referred to as "normal deceleration control".

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation at the time of deceleration request will be described. FIG. 2 is a flowchart showing an example of a deceleration request control routine executed by the CPU of the HVECU 70. In this routine, when traveling in the HV traveling mode, when the accelerator opening Acc from the accelerator pedal 83 becomes the value 0 or a value close to the value 0 (when the accelerator is off), or from the brake pedal position sensor 86 When the brake pedal position BP becomes larger than the value 0 (at the time of brake on), it is executed every predetermined time (for example, every several msec).

  When the deceleration request control routine is executed, the CPU of the HVECU 70 inputs the deposition amount Vpn of the particulate matter deposited on the GPF 23c, the GPF temperature Tgpf of the GPF 23c, the required deceleration power Pp *, etc. (Step S100). Here, the accumulation amount Vpn is inputted by communication via the one calculated by the engine ECU 24. As the GPF temperature Tgpf, the one detected by the temperature sensor 23g is input through communication via the engine ECU 24. The required decelerating power Pp * is obtained by multiplying the above-mentioned required torque Tp * by the rotational speed of the drive shaft 36 (the rotational speed Nm2 of the motor MG2).

  When data is thus input, it is determined whether the deposition amount Vpn is larger than the threshold value Vth (step S110) or it is determined whether the GPF temperature Tgpf is larger than the threshold value Tth (step S120). The threshold value Vth and the threshold value Tth are threshold values for determining whether or not the heat generation amount of the GPF 23c increases when the fuel is cut, and the GPF 23c becomes excessive temperature rise. The threshold value Vth is, for example, 2 g, 4 g, 6 g or the like, and the threshold value Tth is, for example, 800 ° C., 650 ° C., 550 ° C. or the like.

  When the deposition amount Vpn is equal to or less than the threshold value Vth (step S110), or when the GPF temperature Tgpf is equal to or less than the threshold value Tth (step S120), it is determined that the GPF 23c does not overheat even if fuel cut is performed, The normal deceleration control is performed and the process ends (step S140). Thus, the vehicle can be decelerated while the engine brake is applied to the hybrid vehicle 20.

  When the deposition amount Vpn exceeds the threshold value Vth (step S110) and the GPF temperature Tgpf exceeds the threshold value Tth (step S120), it is determined that the fuel may be cut to cause the GPF 23c to overheat. Subsequently, it is determined whether the absolute value | Pp * | of the required deceleration power Pp * is less than or equal to the maximum value Pbmax (step S130). Here, the maximum value Pbmax is a value predetermined as the maximum value of the power that can be consumed by the hydraulic brake device 90. The maximum value Pbmax is, for example, 200 kW.

  When the absolute value | Pp * | of the required decelerating power Pp * is less than or equal to the maximum value Pbmax (step S130), even if the braking force by the engine brake or regenerative braking of the motor MG2 does not act on the drive shaft 36 It is judged that all the torque Tp * can be obtained, and the fuel cut prohibition command for prohibiting the fuel cut of the engine 22 is transmitted to the engine ECU 24 without performing the above-mentioned normal deceleration control (step S150). The engine 22, the motors MG1 and MG2, and the hydraulic brake device 90 are controlled so that the braking force by the regenerative braking of the motor MG2 and the friction brake acts on the drive shaft 36 in the non-operation state (step S160), and this routine is ended. . The engine ECU 24 that has received the fuel cut prohibition command controls the engine 22 so that the engine 22 is operated independently (idle operation). In the process of step S160, the torque command Tm1 * is set to the value 0, the required torque Tp * is set to the temporary torque Tm2tmp (= Tp *) of the motor MG2, and the temporary torque Tm2tmp is limited by the input limit Win to The torque command Tm2 * of MG2 is set, the set torque commands Tm1 *, Tm2 * are transmitted to the motor ECU 40, and the inverters 41, 42 are controlled by the motor EUC40. Then, the torque command Tm2 * is subtracted from the required torque Tp * to set the torque command Tb * of the hydraulic brake device 90. The brake ECU 94 receiving the torque command Tb * thus set drives the brake actuator 93 so that the torque corresponding to the torque command Tb * can be obtained when the braking torque of the brake wheel cylinders 96a to 96d is converted to the drive shaft 36. Do. Since the fuel is not cut from the engine 22, the supply of air containing a large amount of oxygen to the GPF 23c can be suppressed, so that the required torque Tp * can be secured while suppressing the temperature rise of the GPF 23c.

  When the absolute value | Pp * | of the required decelerating power Pp * exceeds the maximum value Pbmax (step S130), it may not be possible to cover all of the required decelerating power Pp * with only the friction brake, and the required torque Tp * It is determined that the braking force by the engine brake or the regenerative braking of the motor MG2 is necessary in order to secure the normal deceleration control is executed (step S140), and the present routine is ended. Thereby, the required torque Tp * can be secured.

  According to the hybrid vehicle 20 of the embodiment described above, the deposition amount Vpn of the GPF 23c exceeds the threshold Vth and the GPF temperature Tgpf of the GPF 23c exceeds the threshold Tth even at the time of deceleration request, and When the absolute value | Pp * | of the required decelerating power Pp * is less than or equal to the maximum value Pbmax, the stop of the fuel supply to the engine 22 is prohibited, and the engine 22 and motors MG1 and MG2 are applied so By controlling the hydraulic brake device 90, it is possible to secure the required torque Tp * while inhibiting the fuel cut of the engine 22 and suppressing the temperature rise of the GPF 23c.

  In the hybrid vehicle 20 of the embodiment, in the case where the deposition amount Vpn of the GPF 23c exceeds the threshold Vth and the GPF temperature Tgpf of the GPF 23c exceeds the threshold Tth in the deceleration request control routine shown in FIG. When the absolute value | Pp * | of the power Pp * is less than or equal to the maximum value Pbmax, the processes of steps S150 and S160 are performed. Instead of the deceleration request control routine of FIG. 2, the deceleration request control routine of the modification of FIG. 3 may be executed. In the deceleration request control routine of this modification, if the deposition amount Vpn of the GPF 23c exceeds the threshold Vth and the GPF temperature Tgpf of the GPF 23c exceeds the threshold Tth (steps S110 and S120), the request deceleration is performed. It is determined whether or not the absolute value | Pp * | of the power Pp * is greater than or equal to the absolute value | Win | of the input restriction Win (step 225). When the absolute value | Pp * | of the required power Pp * is greater than or equal to the absolute value | Win | of the input limit Win, that is, when normal control is executed, the required torque Tp is obtained only by the braking force by the engine brake and the motor MG2 When it is necessary to operate the friction brake without performing step S150, steps S150 and S160 are performed. When the absolute value | Pp * | of the required power Pp * is smaller than the absolute value | Win | of the input limit Win, that is, when normal control is executed, the required torque Tp is calculated only by the braking force by the engine brake and the regenerative braking of the motor MG2. At the time of waking up, step S140 is executed.

  FIG. 4 is a timing chart showing an example of the required deceleration power Pp * and the time change of each flag when the deceleration request control routine of the modification of FIG. 3 is executed. The brake on flag is a flag in which the value 0 is set when the friction brake is not operated, and the value 1 is set when the friction brake is operated. The F / C flag is a flag that is set to 0 when fuel supply to the engine 22 is not prohibited, and is set to 1 when fuel supply to the engine 22 is prohibited. The brake execution flag is set to the value 0 when the required torque Tp * is not set to the torque command Tb *, and the value 1 is set when the required torque Tp * is set to the torque command Tb * and transmitted to the brake ECU 94. Flag. In the figure, the comparative example shows an F / C flag in a hybrid vehicle of the type that performs fuel cut when the absolute value | Pp * | of the required decelerating power Pp * exceeds the absolute value | Win | It is a timing chart which shows an example of time change of a brake execution flag. In the comparative example, fuel cut is performed when the absolute value | Pp * | of the required decelerating power Pp * exceeds the absolute value | Win | of the input restriction Win (time t1 to t2 and time t3 to t5 in the figure), The GPF 23c may have an excessive temperature rise. In the embodiment, when the absolute value | Pp * | of the required decelerating power Pp * exceeds the absolute value | Win | of the input limit Win, the case where the required torque Tp * can not be secured by the regenerative braking of the motor MG2 and the friction brake (see FIG. Since the fuel cut is prohibited except during the intermediate time t3 to t4, the excessive temperature rise of the GPC 23c can be suppressed.

  In the hybrid vehicle 20 of the embodiment, in the case where the deposition amount Vpn of the GPF 23c exceeds the threshold Vth and the GPF temperature Tgpf of the GPF 23c exceeds the threshold Tth in the deceleration request control routine shown in FIG. When the absolute value | Pp * | of the power Pp * is less than or equal to the maximum value Pbmax, the processes of steps S150 and S160 are performed. Instead of the deceleration request control routine of FIG. 2, the deceleration request control routine of the modification of FIG. 5 may be executed. In the deceleration request control routine of this modification, when the deposition amount Vpn of the GPF 23c exceeds the threshold Vth and the GPF temperature Tgpf of the GPF 23c exceeds the threshold Tth (S110, S120), the input restriction Win is enlarged. If the absolute value | Pp * | of the required decelerating power Pp * is less than or equal to the maximum value Pbmax, the processes of steps S150 and S160 are performed. Here, “enlarge the input restriction Win” is to reduce the input restriction Win which is a negative value (increase the absolute value | Win | of the input restriction Win). By such processing, the braking torque by the regenerative braking by the motor MG2 can be further increased, and the opportunity to prohibit the fuel cut can be increased. Thereby, the excessive temperature rise of GPF23c can be suppressed more.

  In the hybrid vehicle 20 of the embodiment, when the absolute value | Pp * | of the required decelerating power Pp * is less than or equal to the maximum value Pbmax in the decelerating-requesting control routine shown in FIG. The engine 22, the motors MG1 and MG2, and the hydraulic brake device 90 are controlled so that the drive shaft 36 outputs the required torque Tp * by the friction brake. Instead of the deceleration request control routine of FIG. 2, the deceleration request control routine of the modification of FIG. 6 is executed to perform exhaust gas generated by the operation of the exhaust valve 23 b of the engine 22 in addition to regenerative braking and friction braking of the motor MG2. The brake may also be actuated. In this case, as shown in FIG. 6, when the absolute value | Pp * | of the required deceleration power Pp * exceeds the maximum value Pbmax (step S120), the absolute value | Pp * | of the required deceleration power Pp * is maximum It is determined whether it is equal to or less than the value Pbtmax (step S470). Here, the maximum value Pbtmax is a value obtained by adding the maximum value of the braking power allowed for the exhaust valve 23b to the maximum value (Pbmax) of the power allowed for the hydraulic brake device 90.

  When the absolute value | Pp * | of the required decelerating power Pp * is less than or equal to the maximum value Pbtmax, it is determined that the required torque Tp * can be surpassed by the braking force by the regenerative braking of the motor MG2, the friction brake and the exhaust brake without engine braking. Then, a fuel cut prohibition command for prohibiting the fuel cut of the engine 22 is transmitted to the engine ECU 24 (step S480), and the braking force by the regenerative braking of the motor MG2, the friction brake and the exhaust brake is the drive shaft 36 without cutting the fuel. The motors MG1 and MG2, the hydraulic brake device 90, and the exhaust valve 23b are controlled so as to be applied to (step S490), and this routine ends. In the process of step S490, the torque command Tm1 * is set to the value 0, the required torque Tp * is set to the temporary torque Tm2tmp (= Tp *) of the motor MG2, and the temporary torque Tm2tmp is limited by the input limit Win to The torque command Tm2 * of MG2 is set, the set torque commands Tm1 *, Tm2 * are transmitted to the motor ECU 40, and the inverters 41, 42 are controlled by the motor EUC40. Then, the torque command Tm2 * is subtracted from the required torque Tp * to set the temporary brake torque command Tbtmp, and the temporary brake torque command Tbtmp is limited by the maximum value | Pbmax | to set the torque command Tb * of the hydraulic brake device 90 , To the brake ECU 94. The brake ECU 94 that has received the torque command Tb * drives the brake actuator 93 such that the torque corresponding to the torque command Tb * is obtained when the braking torque of the brake wheel cylinders 96a to 96d is converted to the drive shaft 36. Further, the target opening degree Vo * of the exhaust valve 23b is set and transmitted to the engine ECU 24 so that the torque obtained by subtracting the torque command Tm2 * and the torque command Tb * from the required torque Tp * acts on the drive shaft 36 as an exhaust brake. . The engine ECU 24 that has received the target opening degree Vo * controls the exhaust valve 23b such that the opening degree of the exhaust valve 23b becomes the target opening degree Vo *. Since the fuel cut is not performed, the required torque Tp * can be secured while suppressing the temperature rise of the GPF 23c.

  If the absolute value | Pp * | of the required decelerating power Pp * exceeds the maximum value Pbtmax, it is determined that the required torque Tp * can not be satisfied without the engine brake, and normal control is executed (step S140). Such control can secure the required torque Tp *.

  In the hybrid vehicle 20 of the embodiment, it is determined in the process of step S110 whether the deposition amount Vpn is larger than the threshold value Vth or it is determined in the process of step S120 whether the GPF temperature Tgpf is larger than the threshold value Tth. There is. The processing in steps S110 and S120 may be processing to determine whether the temperature of the GPF 23c is excessively increased, and only one of the processing in steps S110 and S120 may be performed, and the deposition amount Vpn Alternatively, instead of the temperature Tfpg, it may be determined whether or not the temperature of the GPF 23c is excessively raised using another parameter which can determine that the temperature of the GPF 23c is excessively raised.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is operated independently (idle) in the process of step S140, but the engine 22 may be operated under load.

  In the embodiment, the present invention is applied to a hybrid vehicle including an engine 22, a planetary gear 30, and motors MG1 and MG2. However, the present invention can be applied to any vehicle equipped with an engine capable of outputting power to a drive shaft. For example, the present invention may be applied to a normal automobile that is driven by power from an engine without a motor as a power source for outputting power to a drive shaft. In this case, in the processing at step S140, the power required for the deceleration request at step S130 is the power obtained by multiplying the braking torque Tp * required for the entire vehicle by the number of rotations of the drive shaft in the deceleration request control routine of FIG. Control the hydraulic brake system so that the braking torque Tp is covered by the friction brake in the fuel cut state, and in the process of step S160, the hydraulic brake system is operated so that the braking torque Tp is covered by the friction brake without cutting the engine fuel. It should be controlled.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the engine 22 corresponds to the "engine", the GPF 23c corresponds to the "particulate filter", the hydraulic brake device 90 corresponds to the "braking force application means", and the engine ECU 24, the HVECU 70 and the brake ECU 94 It corresponds to "control means".

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all by these Examples, In the range which does not deviate from the summary of this invention, it becomes various forms Of course it can be implemented.

  The present invention is applicable to the vehicle manufacturing industry and the like.

 Reference Signs List 20 hybrid vehicle, 22 engine, 23a exhaust purification device, 23b exhaust valve, 23c gasoline particulate filter (GPF), 23e upstream pressure sensor, 23f downstream pressure sensor, 23 g temperature sensor, 24 engine electronic control unit (engine ECU , 26 crankshafts, 30 planetary gears, 36 drive shafts, 37 differential gears, 38a, 38b drive wheels, 38c, 38d driven wheels, 40 electronic control unit for motor (motor ECU), 41, 42 inverters, 50 batteries, 52 batteries Electronic control unit (battery ECU), 54 power line, 70 electronic control unit for hybrid (HVECU), 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, 90 hydraulic brake device, 92 master cylinder, 93 brake actuator, 94 electronic control unit for brake (brake ECU), 96a ~ 96d brake wheel cylinder, 98a to 98d wheel speed sensor, MG1, MG2 motor.

Claims (1)

An engine that outputs power to a drive shaft connected to an axle;
A particulate filter that collects particulate matter contained in exhaust gas from the engine;
Braking force applying means for applying a braking force to the vehicle;
Control means for controlling the engine so that fuel supply to the engine is stopped when deceleration is requested;
A vehicle comprising
The control means
When the predetermined condition that the particulate filter excessively heats up is satisfied at the time of the deceleration request , and the maximum braking power of the braking force application means is equal to or higher than the required deceleration power based on the deceleration request torque required for the vehicle Stopping the fuel supply to the engine and controlling the braking force application means so as to apply the deceleration required torque to the vehicle ;
When the predetermined condition is satisfied at the time of the deceleration request and the maximum braking power of the braking force application means is less than the required deceleration power, the vehicle is stopped while the fuel supply to the engine is stopped. Controlling the braking force application means so as to apply a deceleration required torque;
vehicle.

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